It was on a hill somewhere past the 55-mile mark of a ride that seemed both nearing its end and not nearly close enough to its finish that Carl Bird, the Director of Equipment for Specialized, turned to me and asked a question that I’d been asked at least a half dozen times that day, a question that a guy in his position riding with a member of the media has a certain professional obligation to ask.
“So, what do you think?”
“It’s nice,” or something akin to it, is what I’d said on every previous occasion. This was, however, my first hilly ride since I’d kissed the ground back in October. It was my first ride on these roads. It was my first experience with these descents, which were equal parts unknown and dicey. It was also my first ride on the new S-Works Roubaix SL4 and Specialized’s new Roval carbon clinchers. The combined effect meant I was stretched thin, that I’d spent most of the day trying to figure out how to get my descending mojo back, and the difference in brake response between the Zipps to which I’ve become accustomed and the Rovals was enough that I’d needed to focus on just the riding and forget about the clothing.
Scientific method suggests that if you want to judge the effectiveness of a solution, you control all of the variables, save one. Real life never really affords you that opportunity. The variables come at you like notes out of Jimi Hendrix’ guitar amp, in flurries, overwhelming you and either resulting in a wave of pleasure or a swirling wash of anxiety. Our loop through the hills of Palo Alto, Pescadero and more had been alternately fun and anxiety-producing, though mostly fun.
Back to that scientific method thingy. Ideally, a product intro would substitute just one item, say a pair of bibs or a jersey. Scientific method suggests you don’t grab a bunch of journalists and put them on fresh bikes with fresh clothing on a fresh course. But in the best scenarios, that’s exactly what happens.
Because it’s genius. It works. You take some riders, put them off-kilter with a bunch of unknowns and then turn up the heat. Somewhere between simmer and boil you forget about what you’re on and start focusing on just the act of riding. Look, I understand that this seems like an elaborate self-deception, like flirting with yourself via email, but I can say from some experience that while you learn a lot about a product within the first five miles of a ride, all the serious insights into whether a product works or not come dozens of miles later, after you’ve forgotten that you’re even using it.
Like I said, Carl asks me, “So what do you think?”
The miles in my legs weren’t that numerous, but they’d been plenty challenging, so my answer came from a place where I wasn’t thinking about the guarded, politic answer. It came from an honest place, an I’m-ready-to-finish-this-ride-up place. I’d had my fill of unknown bike times unknown roads.
“Well, you nailed the bibs.”
It was an honest moment, and revealed more than I intended. I try to be more reserved in my opinion after only a single ride. While I couldn’t articulate it at the time, I knew I’d ridden some bibs of similar quality in the previous year. Upon reflection after getting home, I came to the conclusion that I liked them better than the Hincapie Signature bibs I’d been wearing, and they were in the neighborhood of the Rapha Pro Team Bibs I’d reviewed last summer. The Specialized SL Pro Bibs go for $150, the Rapha, $250. I would probably still pick the Rapha bibs over the Specialized bibs, but I can’t recall the last time I wore a pair of $150 off-the-shelf bibs that were this good. “Never” isn’t an unreasonable answer.
For our ride I chose to wear the aforementioned SL Pro Bibs and Jersey, the leg warmers, the arm warmers, the base layer, the Neoprene shoe covers and the SL Jacket. As I was dressing, temperatures were in the 40s, but by the time we rolled they were in the low 50s. Compared to most of the other riders, I was more heavily dressed, but I wanted layers that would allow me to stay warm and yet peel off as the day warmed. Over the next four hours, the only change I made was to pull off the jacket for a while and then don it for the final descent off of Tunitas Creek. That jacket is one of those bantam-weight deals that weighs roughly as much as a Monarch butterfly. It’s a translucent white so that you can see the jersey beneath, a quality that makes it both more visible and something I think team sponsors tend to appreciate. The fit was just roomy enough that the sleeves flapped a bit in the wind, but the material is so light that it wasn’t noisy the way a flag in a gale is.
As a person who detests most wind breakers, this is one I’m willing to keep around.
The Neoprene shoe covers are meant to fit over Specialized shoes. No surprise there, right? Well reaching back into my past, I can tell you I’ve never used a pair of shoe covers or booties that I didn’t have to fight to get over the toe and cleat and then around the heel. Again, I’m aware these things were designed for Specialized shoes, but they slipped past all the usual obstacles with more grace than a bank heist flick. I was also impressed with the Velcro flap that pulls open to allow you to adjust the Boa dials mid-ride. On a ride where the temperature fluctuated over a good 20 degrees, my feet were never too cold nor too warm. Goldilocks would approve.
Plain black arm warmers are to cycling clothing what the microwave is to the kitchen. They’re a commodity, yet of such ubiquitous utility, you really can’t do without them. The only way to impress me at this point is by improving fit, warmth or stretch, if not all three. The patterning on these warmers gives them some slight articulation at the elbows making them ever-so-slightly a more natural fit. Once positioned, they didn’t budge, but I consider that a basic requirement along the lines of windows in a car. The leg warmers were plenty long (I’m surprised by how many leg warmers are barely long enough to reach my hamstrings), featured ankle zips so you can pull your socks up (or yank them off mid-ride) and silicone grippers on the outside so they don’t tug at the sensitive skin high on the inside of your thighs. And they’re thick, thicker than any of the last few brands of leg warmers I’ve tried.
A pro-fit jersey, like those that are becoming more common, isn’t an easy thing to do. Ideally, it’s not simply a regular jersey just cut a half-size smaller. It features forward-swept shoulders to eliminate unneeded material in the chest and reflect the outstretched arm position you adopt while riding. It’s a garment so specific in fit that when not on the body it looks more like a short-sleeve straightjacket, like it should be just as comfortable as confinement. Most of the panels reject polyester for something stretchier, like Lycra. It’s a retrograde move; we gave up Lycra in jerseys some time in the 1980s, right? It was just a transition material meant to get us from Merino wool to polyester. All that’s true, but what is also true is that a pro-fit jersey is meant to fit much like the top of a skin suit and skin suits are made of—yeah, you remember—Lycra. The better pro-fit jerseys I’ve encountered are cut shorter than traditional jerseys, but also place the pockets lower on the jersey and feature smaller side panels to wrap the pockets around the back better, making access to said pockets easy, rather than a yoga move.
For all its efficiency, at a certain point a skin suit just doesn’t make much sense, or at least not as much sense as a jersey and a pair of bibs that fit like one. They are easier to size properly, easier to get on and take off, easier to answer the call of nature and more comfortable—when was the last time a skin suit felt as good as your best bibs? Let’s not forget the fact that a full-zip jersey allows better ventilation on hot days.
Of all pieces of cycling clothing, though, bib shorts are easiest to get wrong, hardest to get right, hardest to forget about when they aren’t right. I’ve lost count of the different brands and models of bibs I’ve worn and have been amazed by the ways you can get them wrong. The most crucial details are pad quality and placement, the cut of shorts themselves and the sizing of the bibs. It’s still possible for the train to leave the rails, but far less likely if you get that much right. In the last year I’ve ridden a bunch of bibs in the $150 range. I can get through two hours in any of them, but I wouldn’t dare wear any of them on a ride I suspected would last as much as three hours or more, save these.
Final thoughts: I’ve been to a fair number of product intros over the years. At some, we’d stand around and look at the parts. Unimpressive. At a few we went out for hammerfests where we were too busy chasing the company’s staff to give a lick of thought to what we were on. Less than stellar. But the best ones roll out for a nice ride, not so long to kill you, but long enough to both think about and forget about what you’re riding. It’s a weird balance, but as my reaction to Carl illustrated, done right it can result in some honest opinions.
Since Steve Jobs’ recent death I’ve learned more about the iconic leader of Apple Computer than I ever wanted to know. I admit I was curious about him. Based on my read, he and I shared some basic traits: creative, big-picture thinkers on the intense side. So that made him interesting to me and even, on occasion, a north star to stay true to my personal views and beliefs.
His taste was impeccable, even if he did tend to dress day-in-and-out in the same wardrobe. I wish I had his taste. But as I’ve read more, I’ve learned other, less attractive features about the man. He could be tone-deaf to others’ feelings; I’ve suffered that at times. He could be both cruel and petulant. He could be a bully. I’m relieved those aren’t mine.
Malcolm Gladwell has called him the ultimate tweaker. It doesn’t seem to be a job title many of us would want, but Jobs turned it into something memorable. He seems to have been a man of extremes. His complicated nature make me more curious about him, even if I wouldn’t want to share more in common with him. I may have to read Walter Isaacson’s book.
The bike industry is full of complicated figures, too. Mike Sinyard of Specialized burns with a holy light for cycling. He rides more miles each year than plenty of guys I know half his age. He can be generous and warm. I’ve also heard that he can direct his wrath at employees who don’t measure up.
Friends in the industry who have worked with the Bikes Belong Coalition have told me that the great unsung hero of bicycle advocacy is Trek’s John Burke. People say that Bikes Belong wouldn’t be as well funded or as effective without his involvement. Yet from the sources I have, Burke never rides and he is known for being callous. One former employee told me that the wife of a staffer made a wistful comment about how she wished she saw more of her husband, to which Burke replied, “Get a dog.”
Cycling just lost one of the most interesting guys in the sport: Bob Stapleton. By all accounts he had vision, was both organized and disciplined and even ethical. The sport’s loss.
Then there are guys like Rob Vandermark of Seven Cycles, a guy whose business acumen seems as natural as Michael Jordan’s basketball talent, but whose personal life couldn’t be more shielded from public view. No one seems to know if he rides or not, if he does anything other than work. As a public figure, he’s unfortunately two-dimensional. On the other hand, we have Richard Sachs, a frame builder who has had more words devoted to his work than all other frame builders combined. Hmm.
The question today is: Who interests you, and why? Do you like the principled monastics like Sachs or do you find the complicated figures like Burke interesting? Or both?
Naturally, this leads to yet another question: Are there figures we ought to turn the spotlight on here at RKP?
It’s not every day that a bike company makes a bike that is ridden to a Grand Tour victory. And even for those that do, having the winner drop by your office is less common. It was a big day in Morgan Hill for the Specialized staff to have Alberto Contador come by for a tour of the facility. It was an occasion that gave founder Mike Sinyard a chance to address the staff in a way he seemed born to do. In his introductory remarks you could see each of those sides of the man that have made Specialized a revered and feared (detested?) competitor: He was at once a passionate bike enthusiast, a visionary business leader, a staff cheerleader and the strictest of taskmasters.
After Mike and Alberto addressed the staff, Tom Larter and crew gave Alberto and the cadre of pressies a tour of the Specialized HQ. As Alberto was being shown the first Specialized road bike, the Sequoia, Alberto spontaneously began telling the story—in broken English and sound effects—of how he removed the brake cable braze-ons from the top tube of his first road bike with a grinder and then made holes in the top tube for internal cable routing. When he lacked a verb he went with “Vvvvv-vvvv!”
I was struck by how comfortable he was telling stories of his past, that he understood his place as a champion and how those stories of a humble beginning inform a portrait of someone. While he moved with humility, he was the epitome of someone comfortable in his own skin.
Scott Holz is the head of Specialized Bicycle Component University (SBCU) and arguably one of the world’s foremost authorities on fit. His résumé includes stints at places like New York’s Signature Cycles before deciding to teach others how to fit riders. His enthusiasm for the reach Specialized has is infectious.
This is the bike cage that holds the bikes ridden by SBCU students. Each attendee gets to ride both road and mountain bikes.
I don’t even recall what Mike was talking about during this part of the tour, but what I found remarkable was how comfortable the two were with each other. So often I see deferential interplay between athletes and sponsors, sometimes the sponsor bowing to the star athlete, sometimes the athlete genuflecting before the meal ticket.
These are but two of the many show bikes (as in for Interbike) that Robert Egger and his crew have created over the years. These “Go-Go” bikes incorporated a martini mixing station which Larter is showing off, a pannier purse compartment and handlebar-mounted compact make-up case for the go-go girl on the, uh, go.
Within the Morgan Hill facility lies a fully-functional Specialized Concept Store to give the big red “S” a chance to showcase what it believes best practices to be. It’s accurate down to the last detail, even including other brands where Specialized thinks the best fit is. Alberto stopped to check out a photo of him with Sinyard and the Giro trophy following his win earlier that year.
Following the tour we went out for the lunch ride, of which you’ve already seen photos. Afterward we grabbed lunch and then did a final press conference interview before heading for airports. Rather than rehash the entire interview here, I’ve selected some highlights.
On the responsibility of team leadership: ”I am the leader of my team. I need to movtivate all my teammates for victory.”
Regarding BMC and its many acquisitions: ”If you’re going to look at the entire season, they might get a lot of great results, with a good program. If you look at the Tour de France, I don’t think all those new riders are going to make a great team.”
On the difficulty of the Giro: “There should be a little more control. This year there was a stage that was 7.5 hours. That day went a bit over. We climbed the Giau and Marmolada; it was just too much. I think with shorter stages the race is more beautiful because the riders are fresher at the finish.
On PR: “I believe it is very important to come here to meet with the sponsor and to interact with the fans. Social networking, like Facebook, is very important.
On Team Sky: “For sure, it is a very strong team and they will have a great roll in the Tour de France. But considering the overall win, there are teams that are better than Sky. BMC, RadioShack, Saxo Bank (laughs).”
On being beatable: “There is nobody in the world who is unbeatable. Everyone prepares for the win, but there are many factors, many variables that a rider can’t control, so no one is unbeatable.”
On his relationship with Specialized: “I definitely feel very lucky to have good companies to support me. For sure I feel that Specialized is the one that is more in touch with me and more follow my demands and inputs.
On Lance: ”With Lance, we both had the same objective. I respect that he was a great champion and that he had this ambition of winning. I would have thought that our relationship would have been closer. I believe that if we were to meet now, our relationship would be very different.”
On Bruyneel: “I perfectly understand it [his relationship with Lance]. Like many people say, Lance and Bruyneel are one person. They made history together. The relationship they had—we couldn’t build up in one year. He was staying more with Lance; even though I understood it, it was difficult at times.
I live in Southern California, and the cycling scene here is unlike any I’ve encountered anywhere else. When I go back home to Memphis, I run across guys on bikes with 9-speed Dura-Ace, which, except for the brakes, is arguably one of the hardiest workhorse groups for the money that was ever produced. Mounted on a Serotta, it’s an assemblage that simply won’t need replacing unless it’s stolen or crashed.
But here in the land of—hell, just what is this place? It’s the ultimate buffet of what America has to offer. From fabulous wealth to poverty that would make even Leona Helmsley weep, Los Angeles is all things to all people, the ultimate dream maker and crusher to 10 million people in 4000 square miles. But the cycling community is bred from an educated, successful lot. Nine-speed drivetrains? That’s the stuff of rain bikes and spare cyclocross bikes. Steel? Definitely not the A-bike. Ultegra? That’s what folks recommend to the first-time AIDS riders.
People turn over their bikes on a pretty regular basis, but it has a curious effect on the riders. I’ll roll up to someone on a group ride and ask, “Hey, how do you like your new Gonkulator?”
“How’s it compare to your old Trek/Specialized/Giant?”
“Well, I’m not sure how to describe the difference, but I know one thing: It made me more excited about riding. I’ve increased my mileage by a third this month, just because I’m not skipping rides.”
That’s the funny thing about bikes; you can keep all the company the same, ride the same roads, probably even go the very same speeds, but a new bike is a new, fresh experience and has the power to reinvigorate your riding. It’s why I fundamentally believe:
Better bike = better experience = better life.
With the flash and fashion of all the carbon fiber creations out there it’s easy to lose a whole material like, say, titanium. I’ve spent the last couple of weeks riding a Moots Vamoots around and found myself wondering why the hell I’m not seeing more of these on the road.
The Vamoots is the cheeseburger of the Moots line. Now, they work with grass-fed, ground Kobe, but the Vamoots is a bike with no surprises except for its quality. It’s the sort of bike you look at whose beauty is so obvious, its function so implicit, that your reaction is to think, “Well, of course.”
The Vamoots is constructed from 3/2.5 titanium; this is the sunny day of titanium tubing: beyond reproach. The 7/8-inch chainstays are as much a signature of the bike’s appearance as its ride quality. You know a Moots by its socks, but more on that in a minute.
While the glowing luster of the titanium recalls days of government surplus and grunge metal, the geometry hails from days hard men with names like Merckx and De Vlaeminck. That’s because the Vamoots is built around old-school grand touring geometry.
This is a bike aimed squarely at those who are unconcerned with what anyone else is riding. Neither the material used to create this bike nor the geometry it is designed around are the least bit trendy.
The Vamoots is available in nine production sizes, from 48cm to 60cm in 2cm increments. And if none of those work for you, custom remains an option. Speaking of options, it’s refreshing to see a bike that offers choices. In addition to a custom fit, you can request S&S Couplers, track dropouts, a pump peg, chain hanger, rack eyelets, fender mount in the chainstay bridge, a third set of water bottle bosses (now that’s a long day!), decal choices, Di2 internal and other cable routing options. Whew.
My Vamoots was a 58cm frame. The top tube was 57cm; that’s 5mm shorter than that found on the ever-popular Vamoots CR. It had a lowish bottom bracket: 7.3cm; that’s 2mm lower than on the Vamoots CR with its decidedly racier geometry. The chainstays were 42cm long; that’s 5mm longer than on the Vamoots CR. And the head tube is 17cm long, a full centimeter longer than on the Vamoots CR. The head tube angle, at 72.75 was a full degree slacker than on the Vamoots CR. Both share an identical seat tube angle of 73. Finally, the fork had a rake of 40mm, yielding a trail of 6.37cm.
Put simply, confusing this bike with a race bike would suggest a need for cataract surgery. Years ago, with chainstays that are longish but not so long as to offer heel clearance for big panniers, a bike like this would have been termed light touring. It recalls the Specialized Sequoia and the Raleigh Alyeska. They were bikes you could ride from here to Mars and not regret the experience. Specialized boss-man Mike Sinyard so loved the Sequoia that the Roubaix is just a 21st-century version of that bike.
Now, that’s not to say you couldn’t get this bike around a crit course. I did some very fast group rides on this and was able to follow the line of riders in front of me, but to do so is to misuse the bike to a degree, like slicing apples with a bread knife.
Tomorrow: Part II.
I’m partial to any occasion that gets people into a bike shop for a reason other than pure commerce. Bike shops have always been a part of my sense of community, even if that shop is 100 miles away. The best shops find ways to make themselves part of the social fabric of the cycling community and when it does happen, the benefits can be profound and unexpected.
Cynergy Cycles, the flagship among Specialized‘s Concept Stores, held a charity event to benefit Right To Play. The organization targets children in areas ravaged by war and disease, using the transcendent power of play and sport to heal those children and help them chart a better future for themselves. The tie-in to Cynergy came through Specialized which sponsors Team HTC-High Road, one of Right To Play’s Global Corporate Partners.
The shop sold 100 tickets to the event at $100 each. For that, attendees got a dinner catered by Wolfgang Puck (it was quite good), wine, beer or coffee (perhaps all three?), a gift bag and $25 gift card to Cynergy. Better yet, they got to meet the HTC-High Road squad for the Tour of California and were entered in a drawing to win a Specialized S-Works HTC-High Road team frame set.
Another 10 folks got their picture taken with the team for their $250 donation.
Emcee for the event was Phil Keoghan of The Amazing Race and NOW: No Opportunity Wasted.
And while I was pretty jazzed to see Mike Sinyard and meet Allan Peiper, it may be that the biggest stars of the evening had neither the last name Goss or Van Garderen. Specialized was showing off one of a handful of the McLaren edition Venges and the local McLaren dealer was on-hand with both a chassis and working MP4-12C. You’ll pardon me if I tell you it was the sexiest thing in Santa Monica that night.
I’m keen to learn more about the McLaren edition of the Venge. I’m aware that it enjoys its own layup room, its own (much lengthier) layup schedule, not to mention its own blend of carbon fiber. That’s probably as close as I’ll come to the bike though; at $20k, I doubt they’ll be loaning any out for bike reviews. So far, they seem to be most popular with McLaren customers, who are picking them up as the ultimate fashion accessory.
Stuff like this just doesn’t happen often enough. A few PROs, a cool new bike, an amazing car and more than $12k raised for charity. Not bad.
When I first interviewed for a position at Bicycle Guide part of my screening hinged on my interest in writing how-to articles aimed at beginners. The powers-that-be had determined that the magazine needed to do more to embrace entry level riders, though there was no move afoot to turn the magazine entirely mainstream, a la Bicycling.
Some months later Joe Lindsey (these days of Bicycling and “The Boulder Report”) and I commented to each other that those article should be collected in a book. After all, once each issue went off the newsstand, there was no way for a new rider to find that material. It was gone. Imagine text books that self-destructed like those tapes on Mission Impossible.
It was then that I began concocting the idea of a reference text to roadies. It’s obvious purpose would be to educate new riders, but done right, I thought it could have the ability to offer rich background material that would interest even the dedicated roadie.
Creating an outline for a book isn’t that hard. Putting together a proposal that will interest a publisher is another matter entirely. Because my idea fell outside of the traditional how-to manuals that teach riders either how to be fast or how to fix a bike many people I talked to didn’t see the need for it. Of course, none of those people I talked to had ever joined in a group ride. Fortunately for me, the people at Menasha Ridge Press saw the value in taking a total newbie through what is essentially Road Cycling 101.
Between writing the proposal, then the text, and, later, the editing, I’ve devoted a fair chunk of the last five years of my life to this book. Greg Page, the photographer responsible for most of the photos illustrating the text is the only man I know with the knowledge of the sport, the skill as a shooter and the patience necessary to work with me to have made the book as visually instructive as it is. His contribution cannot be overstated. Greg and I spent the better part of a year just on the photo shoots the book required. Honestly, writing this book was tougher than finishing graduate school.
For dedicated readers of RKP, there is, admittedly, a fair amount of information that will be rudimentary to the point of obvious. It’s likely that in chapters like the ones on group riding, advanced skills, materials and construction and geometry (as well as others) that you’ll find information that will be novel to you. The chapter on professional racing can serve you as a handy cheat sheet—’Wait, did Merckx win 525 or 535 times?’ ‘Did Bernard Hinault win more Grand Tours than Lance?’
I’ve written The No-Drop Zone not as a reflection of my experiences and beliefs, but rather as a compendium of all those who taught me over the years. I am hopeful that even the most experienced would find it an enjoyable and even illuminating read.
The bike industry has been extremely supportive of this book. Andy Hampsten lent his insight to the foreword, and authorities no less auspicious than Mike Sinyard of Specialized, Fatty of Fat Cyclist, Brad Roe of peloton and Joe Parkin at Paved have lent their expertise and endorsements. Heck, recent silver medalist at the World Championships, Dotsie Bausch, gave me considerable assistance with the chapter devoted to women’s issues.
I’m hoping that each of you will pick up a copy of The No-Drop Zone for the simple reason that nothing will sell this book as well as a recommendation from an experienced cyclist, like you, the readers of RKP.
I’m learning that pre-orders for a book online can have a profound effect if bricks-and-mortar stores stock a given book. Naturally, having this book in every Barnes & Noble around the country would do me a world of good and provide more availability to cyclists who like to shop retail. If you’re interested in this book, I hope you’ll go to the bn.com site and place an order for it. We’re probably five or six weeks from shipping the books out, but your pre-orders could have a powerful role in that chain’s decision to stock it in all of their locations. You can find the book here.
There once was a time when if you weren’t racing at Sea Otter, you were busy watching other people race. Those days aren’t entirely gone, but I was busy enough in the expo area that I was, at best, only marginally aware that bike racing was going on. Weirder still was the weekend’s climate, and I’m not talking psychology.
Warm temps? Check.
Little wind? Check.
In twelve years of attending the Sea Otter, it was the best weather I’ve ever experienced in Monterey. I didn’t think Monterey could be this nice in April. It was as surprising as a 70-degree day in January in Boston. As if.
There were plenty of bike industry VIPs around, from the ubiquitous Gary Fisher to Specialized CEO Mike Sinyard, above.
The expo is colossal fun. Clif and other energy food producers can keep you snack happy, at least until you go get a burrito or some barbecue. I paid $6 for the finest, handmade, limeade of my entire life. I’ve spent less on a glass of wine and been less satisfied, too.
The kids flocked to the Sea Otter with such magnetism that parents and non-parents alike howled with laughter. From races to slides and a bouncer, the kids had plenty to do (read: wear them out). I don’t think I’ve been to a more family-friendly bike event. I wished the wife and little guy were with me.
I love checking out the mechanics’ setups and have discussed with some of them just how they set up their cases to promote quick and effective work. We also discussed case weight. The ten and 12-inch cases can be heavy. Super-heavy, in fact.
The autographs are a cool touch. I should have thought of that years ago.
Brad Harper of Harper Sports has made the transition from making inline skate boots to also offering cycling shoes. Why care? They are custom unlike anything else I’ve seen. He takes a mold of the rider’s foot. Yes, $1200 is a lot for a pair of shoes, but no other shoe is made with such precision.
Assos’ Northwest sales manager, Larry Kohn, gets his feet immortalized. He said the experience of having his feet molded reminded him of a pair of Asolo boots that were customized for his wide feet years ago. Lead time on the shoes is supposed to be less than six weeks. To learn more about Harper Sports you’ll need to call: (714) 376-3630.
Cyclists with charitable foundations are as common as Orange County residents with reality shows. The number of different do-gooder foundations is dizzying and connecting with them in a meaningful way can be difficult. The Bahati Foundation is a little different, and as a result, pretty easy to understand to me. Rahsaan Bahati wasn’t an angel when he was growing up in South Central LA. He, as they say, got into some trouble. Fortunately for him, his teammates, and a few sponsors over the years, he got introduced to cycling. The two-time US Pro Champion is now giving back to other kids with his background, hoping that his fondation can steer them away from gangs and other trouble and into cycling.
Cannondale is auctioning off this bike to benefit the Bahati Foundation. The graffiti-inspired artwork makes the bike both eye-catching and culturally relevant, which is a fancy way of saying on-target. With enough support, the foundation will reach out to kids beyond just Los Angeles. For now, Bahati seems to have his hands full. After all, the way his team picked up riders set adrift by Rock “Here to Stay” Racing and other programs, he could be said to rescue not one population, but two.