Zipp is launching a bevy of new products and assembled a few of us journalist types in Tucson, Arizona, for some riding and in-depth presentations about these new products. The weather hasn’t been quite as cooperative as expected; so far I’ve managed only one ride, though we’re hoping today our ride won’t be canceled by falling snow.
You may have heard recently that Zipp has introduced two new wheels sets, the 30 and the 60. In broad strokes, these wheels are (compared to other Zipp wheel sets) more budget oriented and specifically made for day-in, day-out use. They both feature aluminum rims with a parallel brake track (not the canted brake track that is such a signature part of other Zipp wheels) for predictable braking under the harshest of circumstances.
All those of you who have wanted Zipp aerodynamics with aluminum reliability and a less painful bite to your wallet, you may now rejoice.
The 30 wheels take a low-profile rim approach. The “30″ refers to the rim depth of the wheels—30mm, which puts it on a par with the 202 and 101. The 60 is the more distinctly aero wheel and features a roughly 60mm rim (58mm, actually), which puts it on a par with the 404, in terms of depth. They use the same hubs featuring preload-free stainless steel bearings compatible with both 10- and 11-speed drivetrains from SRAM, Shimano and Campagnolo. Both sets use an 18-spoke front wheel and a 20-spoke rear wheel. The spokes are Sapim CX-Ray stainless spokes with Sapim’s new locking nipples for the most maintenance-free build possible.
Both rims feature a hybrid toroidal rim shape and the aforementioned parallel brake track. The rim design nicely characterizes the overall design of the wheels themselves. The canted brake track found in Zipp’s Firecrest wheels is faster, period. But it’s harder to manufacture and requires much more stringent tolerances for vertical truing so that you don’t have braking issues if the wheel comes out of true. The 30 rim is an all-aluminum rim, while the 60 rim is very much like the old 404 clincher using an aluminum brake track with carbon fiber fairing. However, Zipp’s David Ripley cautioned the journalists present not to think of the 60 as an old 404 clincher redux. Zipp engineers beefed up the aluminum and carbon fiber to prevent the occasional rim failures they saw at the spoke holes. Ripley stressed repeatedly that they wanted these wheels to be absolutely bomb-proof wheels suitable for daily use. [CORRECTION: Zipp informed us that the 60 rim employs a structural carbon rim with an aluminum hoop (the brake track) co-molded. This is a significantly stronger and more durable design than had the carbon just been a fairing.]
Both wheels take a page or two from current Zipp designs. The 30 features a 21.5mm max rim width while the 60 features a max rim width of 22.5mm to give tires a wider footprint, better traction and lower rolling resistance, not to mention increased rider comfort.
The wheel weights we were presented weighed 1655 grams for the 30s and 1780g for the 60s, so they aren’t especially light wheels. What really sets these wheels apart from other wheels in this price category are their aerodynamics. The 30s are a bit slower than Zipp’s Firecrest 202s and 101s, but not hugely so. The 60s, while not as fast as either Zipp’s Firecrest 404s or Firecrest 303s, are notably faster than many competing wheels. Drag numbers for the 30 put it easily ahead of the Mavic Ksyrium E5 and even faster than the Easton EC90 Aero 56.
A set of wheels includes quick releases, tubes and rim strips (brake shoes aren’t necessary thanks to the machined aluminum brake track).
I’ve had a single ride on a set of the 30s and experienced a quick, trouble-free ride, which is what you’d expect—at least the trouble-free part—for the first miles logged on a set of wheels, but it occurs to me that at $850 for the 30s and $1500 for the 60s, these wheels really change what people can expect for aerodynamic performance from a set of wheels at a significantly lower price point. With the 30s especially, this should be the beginning of the end for the box rim.
Zipp has also added a 650c version of their popular Firecrest 404 Carbon Clincher. Compared to a 66mm-deep V-shaped 650c rim, Zipp’s testing indicates the new 650c 404 will shave 127 gram of drag off of the V-rim’s 194g, for only 67g of drag. It’s a pretty staggering reduction in drag. We’re told the wheels weigh in at 1465g total, have a spoke count of 16 front, 20 rear, use Zipp’s proven 88/188 hubs and are compatible with 10- or 11-speed drivetrains from SRAM, Shimano and Campagnolo. Included with the wheels are quick releases, tubes, rim strips, valve extenders, wrenches and brake shoes. Suggested retail is $2725.
For those of you who do time trials or triathlon, Zipp has introduced a new integrated carbon fiber bar/stem combination called the Vuka Stealth. To give you some idea about the new bar and stem’s aerodynamics, the Vuka Stealth is said to have the same aerodynamics with its UCI-legal 3:1 aero profile as the 4:1 profile Vuka Aero with the SL145 stem. Cable routing in carbon aero base bars dispenses headaches like Coke machines do soda, but the Vuka Stealth has a surprisingly simple routing aided by specific layup, called Rapid Routing, and multiple exit holes allow the bars to be set up specifically for the different cable entry of bikes from companies like Trek and Specialized. It comes in three lengths with a two-position insert to allow a +/- 10mm fore/aft adjustment. And because it’s a Zipp product, it has nearly 2000 possible fit combinations. The hardware is made from aluminum and titanium and the clamp diameter is an industry-standard 22.2mm to accept extensions from nearly any manufacturer. Suggested retail is $1070.
Finally, Quarq has introduced two new cranks, the Riken and Elsa. Like previous Quarq cranks, these are accurate to +/- 1.5 percent. Riken brings Quarq power measurement to a new price point: $1595. Elsa weighs in at just 735g and adds two crank lengths: 165mm and 162.5mm; it goes for $1995. Both are available in BB30 options for an extra $50.