For all those of you who fell in love with the Castelli San Remo Speedsuit, this is the thermal ‘cross version. It features heavier-weight Roubaix Lycra for cold conditions and though the sleeves are longer, they are cut just to elbow length (just longer than) because Castelli’s research showed most racers were pushing up the sleeves on their long-sleeve skinsuits. Pricing on the custom San Remo Speedsuits is surprisingly good, though the number you buy will influence your final price. I have a covet.
Parlee showed a new frame set in the Enve booth. Long known for truly cutting-edge work in carbon fiber, the new Z0 rivals the very finest work any of the big guys are doing, while offering completely custom geometry. The frame will weigh in the neighborhood of 750 grams, depending on size and while the price hasn’t been announced, it will run upward of $5k.
Internal cable routing for either mechanical or electronic groups is one of the many, choice features of the frame.
The appearance of the new Z0 is as simple as it is elegant. Gone are the abrupt lug transitions of its predecessors. What you see now are the smooth lines of other monocoque frames. And that’s how Bob Parlee describes the frame—monocoque. Yes, it features eight tubes constructed by Enve, but what really brings those elements together in what appears to be an essentially seamless unit is Parlee’s incredible workmanship and skill. In a nod to what other companies have found regarding stiffness, the Z0 will feature a tapered head tube with 1 1/8-inch top and 1 1/4-inch lower bearings. That’s still not as big as most companies, but Parlee said it’s an effort to balance the needs of the all-day rider versus the need for performance. Speaking of the needs of the all-day rider, the z0 will accommodate 28mm tires. Yeah, it’s like that.
Parlee also showed this disc-brake version of the new Z0. They expect it to be a standard option soon. Making the bike all the more attractive was the powder blue with orange paint scheme that recalls the Ford GT40, arguably one of the more iconic cars ever created.
Stages Cycling introduced a new power meter that will go for $699 and is contained entirely within the non-drive-side crank arm. It is both bluetooth and ANT+ compatible so it can talk to any device you’re running, including your iPhone or Android. They’ve inked agreements with most crank arm manufacturers so nearly any crank you might be running is available.
The StageONE power meter has been in development for more than two years and while it might not do everything that an SRM does, the vast majority of us don’t need quite the level of detail that it provides. Honestly, I don’t care if I’m using a power meter that’s off by 10 watts, so long as it’s consistent, nor do I care that much about an imbalance in my leg strength; I have neither the time nor inclination to head to a gym to solve one relatively minor problem. I think the real genius in this is that: A) it adds only 20 grams to the bike’s weight and B) if you’re running the same group on multiple bikes, you can conceivably swap the crank arm from time to time so that you can enjoy wattage data from more than one bike while still enjoying your choice of wheel sets.
I can’t say that anything I saw at Enve was new. I couldn’t help but stop by their booth because of the number of cool bikes they had and I’m eager for a chance to ride some of the new Smart system wheels in carbon clincher. A chance just to look at them is too good to pass up.
Polar has a new wrist unit GPS. Okay, so wrist units strapped to a handlebar are sooo 1990s (they’ll have a handlebar-specifc unit for 2013), but the entry by Polar into the GPS game is pretty interesting. The genius of Polar has never been the units themselves, it was always the software and firmware. The company has always been fixated on helping users analyze their training so they get the most out of each workout. The RC3 GPS includes a full suite of GPS features plus Polar’s Smart Coaching software which provides a viable alternative to products like Training Peaks.
The RC3 GPS bike package includes a heart rate monitor chest strap plus cadence sensor and goes for $369.95. It’s also worth noting that while the usability of Polar units has long been in question (they can be more complicated to operate than a Rubik’s Cube), the RC3 GPS was terrifically easy to operate, with a minimum number of button presses to start a workout.
Also worth noting is that Polar is now selling a bluetooth compatible heart rate monitor chest strap. So for all of you out there who run Strava on your iPhone while it sits in your jersey pocket, this is a way to record heart rate data without a dongle. Not just cool, damn cool.
I got my first look at the Sufferfest videos over at the Minoura booth. Minoura has been making solid trainers for ages; I had one back in the 1990s that I put 1000 miles on in a single winter.
It’s a winter I don’t wish to repeat. However, if I had to, the Sufferfest videos with their funny copy, imperative instructions and first-rate race footage could make an hour go by like 15 minutes, and anyone who has ever spent time on a trainer knows that the world usually works the other way around. It doesn’t hurt that if you buy a Minoura trainer you get a Sufferfest DVD with the unit. I can say that the only way I made it through that aforementioned winter was by watching VHS tapes I had recorded of any/all racing that appeared on TV. The Sufferfest video boils the action down into crafted workouts that are both structured and fun to watch, if not to do.
Which is the point, I suppose.
This would be a detail from a Pegoretti frame. ‘Nuff said.
Giordana and DMT have gone big on neon yellow. For everyone who has associated the color popularized as “Screaming Yellow” by Pearl Izumi as the mark of a new cyclist, get ready to have your assumptions nullified like so many Florida votes. If Giordana has any say in it, you’re going to be seeing a lot more of this seemingly battery-powered color on the road. Whether it’s an offense to your eyes or your aesthetics (or both) having a few more of us out in this color can’t help. We might be seen with more frequency and if your average texting driver gets the idea that free-range cyclists are more common, then they might thumb-LOL their friends a bit less. Which would be good for our survival, huh?
Let’s see, it’s corporate and smacks of the kind of branding tie-in that results in Jack Daniels’ BBQ sauce at chain eateries like T.G.I. Friday’s. But dude, something about this screams summer day and, “Have a Coke and a smile.” Which it did. Make me smile, that is. The folks at Nirve are no dummies. It’s a Coke crate on wheels screaming with the Dopamine bliss of ice cold sugar and caffeine. I don’t just like this bike, I want it, but only if I can get it complete with the banner.
There’s a reason why companies like Trek, Giant and Specialized are working hard to squeeze lines like Focus and Felt out of their dealers. They are offering killer values. The Cayo Evo 6.0 in the foreground retails for a measly $2150 and features the exact frame as its more expensive Cayo Evo counterparts. The drivetrain is Shimano 105 with an FSA crank and Fulcrum wheels. Its big brother, the Cayo Evo 1.0 goes for $4500 and comes equipped with Campy Chorus and Vision wheels.
A great many people I talk to about NAHBS speak almost exclusively of steel bikes built with lugs. To the degree that lugged steel bikes dominate what is displayed at the show, it’s not a particularly unfair impression. However, show organizer Don Walker should get credit for having welcomed builders working in any medium to the event. Ineed, one-third of the original bunch to show at NAHBS work in carbon.
Those two, Nick Crumpton and Craig Calfee, have been joined by a great many other builders working in carbon, such as Parlee and Alchemy. The perception that NAHBS is a show all about steel sells the event short for surely one of its best aspects is the sheer diversity of designs presented to attendees.
The simple fact that carbon bikes are being shone isn’t enough to get excited. What gets me excited is how far they have come in the last five, six years. Roll the clock back to 2005 and most all carbon fiber bikes were being built either as two or three-piece monocoque designs or as tube, lug and glue constructions. Things have come a long way.
The shot above is of a Parlee custom head tube. The cutaway view shows how the tubes are mitered and then wrapped with carbon fiber before going into a mold to cure. The knock against traditional tube-and-lug designs was the redundancy of material and the risk of stress risers at the transition points. The amount of extra material here is minimal and the transitions, all things considered, are terrifically smooth.
Next up is an example of a Parlee Z5 made overseas. You’ll notice the incredible compaction and the lack of unnecessary material. The quality of the molding is as good as I’ve seen. All this lacks is the ability to provide the custom sizing you find in their domestically produced frames.
Nick Crumpton’s work has always impressed me, but I have to say that this bike achieved a level of quality I really didn’t think possible from a one-man operation. Crumpton miters tubes and then wraps them with additional fiber and molds the frame into its final form. The smooth transitions, internal cable routing and features like seat masts redefine what I thought was possible from a small builder.
Nick positioned the battery pack for this Di2 bike under the down tube, but that’s not what’s most impressive about this bike. Even though you can see where he begins wrapping the down tube above the bottom bracket, there is no sudden material bulge. That conservation of material results in a lighter frame that will last longer.
Alchemy’s name isn’t as well known as Calfee’s, Parlee’s or even Crumpton’s, but they showed some very impressive bikes. This TT bike features tubes drawn to Alchemy’s spec; the down tube is shaped according to NACA profiles for real-world aerodynamic properties. They also offer a road version of this bike, a la the Cervelo Soloist or Felt AR. Only this one is available in custom sizing.
Final thought: It wasn’t long ago that I thought that a custom-sized, strong, 900-gram frame with great ride quality just wasn’t possible. Not without spending $15 grand. Times are changing and What is possible in custom work can truly rival the best work out there by manufacturers like Cervelo and Felt.
It’s late. I got a late start and scrambled to see everything and nothing at once. I’ll fill in more in the coming days. The above seat cluster is by Mark DiNucci. It was some of the best lug work I saw today, performed by an absolute master.
In Part II of my interview with Steve Hampsten I get Steve to talk about several of his big loves in equipment: 650B wheels, the constructeur movement and Columbus MAX tubing. His perspective isn’t what I’d call mainstream, but his rationale is so clear that the alternative he offers is truly compelling.
PB—You’ve been at ground zero for the constructeur movement and 650B wheels. What is it about those that interests you and what practical value do you think they offer the average cyclist?
SH—Constructeur bikes—which I’ll define as a made-to-order frame and fork designed to work with dedicated lights, fenders, and (usually) a front bag and rack—have become pretty popular of late. I think they’re an attempt at creating a bicycle that will work well in the real world in terms of being usable in varying types of weather and lighting conditions, and when carrying more than just a spare tube and a gel. As a designer with a hands-on approach, I find integrating the racks, lights, tires, and fenders of these bikes to be both challenging and rewarding—each one is just a little different.
650B wheels are interesting and becoming more so each year. A 650B x 38mm tire offers roughly the same outside diameter as a 700c x 23mm tire—so it’s essentially the same wheel size that most of us are used to but with a much larger volume of air. They’re nice when riding on really rough roads, when carrying a heavy load, when you want that certain Frenchy je ne sais quois—or when you want all three. Currently I have three 650B flat-bar bikes in the works: all three designed as shopping bikes but each is taking a different approach in one form or another.
We should see at least two new 650B x 38mm tires this year—the size many feel is ideal for this wheel—and I think they’ll be better quality than anything we’ve seen previously. It’s maybe not the ideal go-fast tire size but it is comfortable, grippy, and elegantly classic-looking.
PB—How would you compare/contrast the use of 650B wheels to the newish road bike category of endurance bikes like the Specialized Roubaix, Trek Pilot and Felt Z-series which share a longer wheelbase, slacker head tube angle, more fork rake and longer head tube resulting in a higher bar position?
SH—I wouldn’t really compare them at all. The three you mention are closer to our own Strada Bianca and to the Moots Mootour/IF Club Racer/ Co-Mo Nor’wester than they are to a 650B bike like the Rivendell Saluki or Tournesol Pavé. I think most 700C bikes are good for moving a rider and (maybe) a small load over a variety of road surfaces but as the load increases—or the surface becomes less smooth—then smaller wheels with bigger tires start to make more sense. But I like that bigger companies are offering bikes that aren’t simply dumbed-down Pro Tour race bikes, that they’re entertaining the idea there might be more riding experiences to be had than simply hammering along a road in mad pursuit of … what?
PB—Let’s talk a practical consideration: For better or worse, most riders on most group rides are running a 23mm tire at 8 bar (and some guys are running pressure much higher than that). Rolling resistance is much lower than running a 28mm tire at 7 bar or less. That’s some noticeable extra wattage you have to put out to maintain pace with the ride. Do you maintain that these bikes are appropriate for most roadies?
SH—Well Patrick, I’ll have to disagree here with you here: I don’t think that skinny tires pumped hard roll much faster than fatter tires run slightly softer. I agree they FEEL faster because you’re getting more feedback from the road surface and you’re bouncing over all the little bumps and most folks think that feels like speed. I like my skinny tires for some riding and I like the fatties for other rides. I do notice the larger tires seem a little more sluggish to accelerate, which they should as it’s more weight to get moving. But on gravel or on a bumpy road, I’ll take the bigger tire as they feel smoother when rolling and more planted in corners. Horses for courses, as they say.
PB—If you could only ride one bike, a bike that needed to be versatile enough to do your favorite group rides and more, what would that bike be? What size wheels would it have? What would the geo be? What frame material? And heck, what parts would you put on it?
SH—It’d be a welded steel frame from light tubing, probably with a steel fork and for 57mm-reach calipers, same as our Classic model. 700c x 25 or 28mm tires for the day-to-day stuff, maybe 24mm Vittoria Pavé with fenders for the six damp months a year up here, 33.3mm tires for the epic rides. 73 X 72.8, 46mm rake, 70mm BB drop, chainstays at 420mm. I like handbuilt wheels, anything from the Chris King catalog, and SRAM Force is my current favorite kit. Thomson, Fi’zi:k, Deda Zero100 bars, King Cages … bliss.
PB—How many people actually work for Hampsten? Tell us a bit more, if you would, about Max and Martin.
SH—Hampsten is me as the only full-time employee. I have a part-time mechanic, Chris Boedecker, who helps with assembly, repairs, and wheelbuilding as needed. Max does the in-house welded frames and has been building our custom racks, Martin does all of our lugged frames/forks and makes our extra brazed forks as needed.
Max Kullaway started at Rhygin, then moved over to Merlin where he learned to weld – this was back in their days in MA – then worked at Seven until moving out here a couple of years ago. He’s working at a local metal fabrication outfit and also welding titanium frames for Davidson. He and fellow ex-Sevenite, Bernard Georges, have started their own framebuilding gig called 333fab—say “triple-three-fab”—building steel and ti frames for both road and cyclocross. In his spare time Max welds some frames for me, here at my shop – he’s a busy lad!
Martin Tweedy took the framebuilding class at UBI back in 1996 or so then became the first employee at Match Bicycle Company where he brazed several hundred lugged frames for Schwinn Paramount, Beckman, and Rivendell. When Match closed up he worked for Dave Levy at Ti Cycles doing Dave’s brazed frames as well as helping with the Hampsten frames then coming out of Dave’s shop. He had his own line of “Palmares”-badged lugged frames and he has built almost all of the lugged Hampsten frames since 2001. Martin is credited with creating the Hampsten Gran Paradiso/Race geometry back when we worked together at Match; Dave Levy gets most of the credit for the Strada Bianca geometry.
PB—How important is frame material to you? Do you have a preferred frame material?
SH—I like materials that can be welded or brazed. Currently I’m loving my steel frames for their springy resilience but I’m also looking forward to putting some miles in on my aluminum winter bike—I think having a light, stiff bike makes me go a little harder on the hills and maybe slows the fitness degeneration as the days get colder and darker. Titanium feels good too but I just haven’t been grabbing my ti bike as much this year. But overall I’ll take frame fit and design over material choice—I think a good frame can be built from any of the materials out there. (As a footnote: I sure liked all my carbon bikes from Parlee and I can’t imagine that anyone could do carbon better. But Parlee’s pricing moved to a point where I didn’t feel comfortable offering their frames and we parted ways amicably.)
PB—You’ve been getting into building with Columbus MAX. If there’s a stiffer ferrous tubeset on the market, I haven’t ridden it. It’s stiffer than almost every aluminum frame I’ve ridden. Is MAX strictly the domain of the big man, or does it have other applications?
SH—It’s not the tubeset that’s overly stiff, it’s what you do with it that determines how the frame will ride. We’re talking about a top tube that is 31.8mm, bi-axially ovalized, butts are .7/.4/.7mm, and the down tube is 35mm with .8/.5/.8, also ovalized on opposing axes. The seat tube is pretty standard, we don’t use the MAX seatstays, and the chainstays are tall but not crazy heavy. Overall I’d say the wall thicknesses are what we would typically use on many of our steel frames but the MAX diameters are increased by almost 10% which should give an increase in stiffness of about 20%. We don’t use the MAX forks and we save some weight by welding rather than using the MAX lugs and BB shell.
So I could take that tubing and build you a really stiff, short wheel-based race bike and we could pair it with some tall rims and skinny tires pumped hard and we could make it ride like crap—stiff enough to rattle your fillings.
Or we could lengthen the wheelbase, slacken the angles, and orient the top tube so that the oval section was flexing at the head tube, and combine with a carbon or light steel fork. I’d use some lighter seat stays, possibly replace the chainstays with something smaller, put you on some hand-built 3-cross wheels with 28mm tires pumped to 85-90psi and make sure there was enough dirt, cobbles, and/or gravel on the ride to get your attention – then you would see the beauty of the MAX tubeset.
I think it helps to be at or above 180 pounds and to not be too hung up on the weight of the bike but I think MAX is a good example of older technology that still works great today. More on MAX here.
Multiply one guy by three days by more than 100 exhibitors who rank somewhere between curious and fascinating and the result is a negative number. The show really can’t be fully digested that way. When I left the floor of Interbike Friday afternoon, I had more questions than when I entered. The list of products I am dying to ride is too long to prioritize.
The number of companies that didn’t display on any level was much greater than I previously understood. I had assumed that Ochsner Imports, an importer with a number of interesting lines, would be present, but they had no booth. More than a few companies had smaller booths than in previous years.
The question of the relevance of the show was further called into question by the number of exhibitors taking orders at the show. I spoke with but one exhibitor who had taken orders in meetings with retailers.
One of the biggest trends illustrated at Interbike was the number of European companies that now own their American distributorship as a subsidiary. Sidi has formed a new U.S. distributorship, as has the German bike manufacturer Focus, whose Izalco was one of the freshest takes on bike design I saw all week. Despite occupying a distant corner of the show floor, the Focus booth enjoyed an ongoing stream of visitors.
Day 1 of Interbike’s Dirt Demo at Bootleg Canyon is upon us. Normally Bootleg Canyon is a pretty dusty affair, but this year it is a dusty, windy affair and left the road bikes looking less impressive than the deserved. Seeing all the new chains, lever hoods, top tubes and tires poofed with a fine mist of reddish smoke made me squirm in anguish, both for the bikes but also the mechanics who would need to clean them at some point.
By the end of the day everyone present had rose-rimmed eyes and I did many a double-take wondering if someone just had an S.O. spat. No, it was just the wind pushing talc-fine spindrift into everything with a nook and/or cranny. BB30 is making big inroads on road bikes, and why not? It allows engineers to design around a much wider bottom bracket shell, in turn allowing the down tube and seat tube to have a much greater circumference for increased stiffness and more efficient power transfer.
Bike 1 for the day was Giant’s TCR Advanced SL. This is the non-seatmast version of what Rabobank rides. Compared to the older TCR this thing is a wonder. The original TCR suffered from lots of lash; it was easy to twist the head tube during out of the saddle efforts and that softness also resulted in a bit of oversteer in hard corners, something most riders felt as just a bit of squirrellyness (yes, that’s a technical term). This new bike is plenty stiff and with increased use of high-modulus carbon fiber the bike offers a great deal more road sensitivity, not to mention instantaneous power transfer.
I look forward to doing a full test on this bike.
The second bike of the day I rode (worth mentioning) was the Look 566. The ride quality wasn’t crisp the way I’ve come to expect from many high-end road bikes. It was comfortable enough and damped vibration fairly well but the bike’s overall feel made more sense when I found out a complete bike retails for just $2495. Oh. At that price point, it’s rare that any bike feels this good.
The 566 has the tube shapes of a bike you’d see on the ProTour and the graphic treatment of a bike that might cost thousands more.
Look’s engineers have yet to take the leap and embrace BB30 but the wide downtube and wishbone chainstay offer considerable stiffness.
The changes are subtle, but Felt’s flagship TT/Tri bike received some new aerodynamic sculpting over the winter. The Irvine-based company’s engineers have worked hard to make sure the bike conforms to the UCI’s 3:1 ratio while increasing its aerodynamic efficiency. Dave Koesel, Felt’s road product manager (and a Campy guy from way back) enthused about the Dura-Ace Di2 being spec’d on several of their bikes.
Imagine a TT bike that allows you to shift from any hand position without needing to so much as shift your wrist.
Derailleur performance on Di2 is so quick and flawless it must be experienced to be believed. Front derailleur shifting is so fast it seems to defy the laws of physics and rear shifting is as quiet as it is smooth, and it’s quieter than a hybrid at a stoplight.
Both the Z and F series bikes are available in a Di2 version for less than $6000, thanks to a very careful component selection.
Because the Di2 has no internal mechanism other than the brake lever, the levers are very light and the hoods smaller than anything else on the market. For folks with smaller hands they are exceedingly comfortable to grip. One odd experience Koesel mentioned and I experienced in my riding of Di2 as well is that under hard efforts, old brain wiring takes over and we have both experienced trying to move the brake lever to execute a shift. That thing is stiff.
Koesel says in the company’s test rides of Di2, they have gotten more than 3000 miles on a single battery charge.
This was my first chance to actually ride a Parlee. The bike above is the company’s first production sized bike, the Z4. It had all the hallmarks of the most sophisticated carbon creations I’ve ridden: great torsional stiffness, good road sensitivity, great power transfer and low weight. It was rather hard to get a strong feel for the handling geometry due to the deep-section Edge wheels and the high winds we were dealing with; nonetheless, I liked the bike a lot.
Many components used on the Z4 are borrowed directly from the bike’s custom predecessor, the Z3. This seat lug is used on both bikes.
Parlee pushed the envelope on down tube diameter and BB shell thickness relative to the traditional 68mm BB.
The Z5 is Parlee’s newest road creation and is a culmination of the lessons learned in building both custom and production bikes. The unidirection carbon fiber that gives this bike (and all Parlees for that matter) its signature look tells you it’s all business. Of all the bikes at the show, this one was the one I was most looking forward to seeing and it was easily the most impressive in ride quality from a standpoint of stiffness and road sensitivity. The handling geometry was tough to judge again due to the presence of deep-section Edge wheels, but it seemed to track with great confidence.
Round tubes are king here; the look is simple, seamless, direct.
The Z5 uses a BB30 design which results in a BB as massive as a ’55 Chevy. The combination of the Z5 and SRAM Red had me contemplating felony larceny. Or at least a scenic (and unauthorized) tour of Hoover Dam.
Parlee has a close relationship with Edge and this was my first chance to ride their bar and stem. The curve of the drop was nice and the gently rounded shape combined with a fairly deep drop reminded me of a carbon fiber version of the old Cinelli Merckx bend.
As nice as Parlee’s Z4 is, the Z5 is a noticeably better bike. If I ride a better bike at Interbike, I’ll be surprised. This may turn out to be my favorite product introduction for the year.