BikeRadar.com

Giro d'Italia 19: Kreuziger victorious on Alpe di Pampeago

Cyclingnews.com — Fri, 25 May 2012 16:45:00 GMT

This article was originally published on Cyclingnews.com.

Roman Kreuziger (Astana) rescued his Giro d'Italia with a tenacious ride to win atop the Alpe di Pampeago on stage 19. The Czech held off a concerted chase by Ryder Hesjedal (Garmin-Barracuda) who chipped away at Joaquim Rodriguez's race lead with a late attack, claiming a dozen seconds on the Katusha rider.

Best mountain bikes under $1,000

BikeRadar US staff — Fri, 25 May 2012 15:00:00 GMT

What a difference a year makes for some mountain bike manufacturers. There are two bikes our 2012 best mountain bikes under $1000 test that managed to beat Felt, who took the honors last year with their $999 Nine Sport, a model that’s pretty much stayed the same for 2012. That means the bikes in this category are getting better.

Some have vastly improved, so much so that we wonder if they read and took BikeRadar’s 2011 review to heart. Trek are the best example here. Last year they offered up a nice frame and one of the best forks in the test on their Mamba. But from the cockpit to the drivetrain, the supporting package pulled the bike down to the bottom of the bunch.

This year, Trek keep the high-quality frame and fork — RockShox XC 32 TK, previously known as Tora. But they also add a solid drivetrain and the best brakes in the test — Shimano M446 hydraulic discs. The work that their product managers have put into the 2012 Trek Mamba is rewarded with BikeRadar’s gold award.

Diamondback’s Overdrive Comp 29er stood in close contention for best all-round package. They’ve been able to offer the same fork as you get on the Trek Mamba but with a remote lockout – ours was missing, though — and the only 10-speed drivetrain in the test.

Both Felt and Scott have delivered bikes that are very similar to last year’s entries, if not exactly the same. Felt's Nine Sport is a very worthy full package, which won our test last year. Scott offer the best frame in the test, notably improved even from last year’s entry, but the sub-par suspension fork keeps the Scott Scale Comp one component away from the whole deal.

And UK readers shouldn't feel left out — we've already published BikeRadar guides to the Best Mountain Bikes Under £1,000 and Best Mountain Bikes Under £500.

2012's top four mountain bikes under $1000

Trek Mamba

US$959.99

Trek return to this year’s test with the best frame and fork combination. The modern geometry feels playful at lower speeds yet stable when the pace is hotting up. Ride quality is impressively refined for such an inexpensive chassis, and the fork is stiff, well controlled and reasonably adjustable.

Trek’s product managers have now given the solid foundation a far more competitive parts package, too. It includes an all-Shimano drivetrain (albeit a 3x9 one with a 34T cog out back), silky Shimano hydraulic disc brakes and easily serviceable and fully adjustable Shimano hubs front and rear. Trek only earned minus marks for the Bontrager tires, which were remarkably grippy but way too narrow. Otherwise, this was far and away the most entertaining bike on test.

Standout features: Sorted frame geometry with custom-offset fork, Shimano hydraulic disc brakes, appropriately wide and flat handlebars
Pros: The most complete package overall, with a light and playful feel, genuinely capable fork and virtually flawless Shimano parts
Cons: Narrow tires require more air pressure to prevent pinch flats

Weight: 13.91kg/30.66lb (without pedals). Wheelset: 5.33kg/11.75lb (complete w/ tires, tubes, skewers, cassette, rotors)

Scott Scale 29 Comp

US$899.99

Scott have put together the most contemporary package in our 2012 test. Everything pertaining to the fit and handling of the bike is dialed, not just in terms of this test but in the greater scheme of modern 29ers. This covers the geometry through to the cockpit dimensions. In fact, the Scale Comp shares geometry and frame design with the top Scale 29 RC. Note the chainstay-mounted rear brake, too.

Fit and handling are further aided by the fact that this is the lightest 29er on test. A solid mix of components includes good brakes, great tires and a solid drivetrain with Shimano’s SLX Shadow derailleur. This combination bolsters performance.

Why didn’t the Scale 29 win, then? Well, the 100mm travel Suntour XCR fork has fixed rebound damping that doesn’t do the job on the trail. A new fork would tack on a fair amount to the bike’s price tag, so it’s a tough sell. Scott are one component away from the top slot.

Standout features: Frame geometry and details, drivetrain, Schwalbe Rocket Ron tires
Pros: Best-handling bike on test, apart from the fork
Cons: Poor-suspension fork dampens the experience
Weight: 13.03kg/28.72lb (without pedals). Wheelset: 4.91kg/10.82lb (complete w/ tires, tubes, skewers, cassette, rotors)

Felt Nine Sport

US$999

Felt’s mostly unchanged 2012 Nine Sport brought with it most of the traits that earned it the top spot last year – agile handling, a light and fast feel, a legitimately functional fork with adjustable, hydraulic rebound damping and solid parts.

It might not be the most appealing bike on paper, with its square-taper crank, slightly basic aluminum frame and smaller-diameter RockShox XC 28 fork. But the Nine Sport still scored points where it counts.

Whereas other bikes in the test crashed over rocks and flat-out rode ‘heavy’, the Felt managed to glide over the rough and seem lighter than it is.

Handling was on the quick side but the bigger tires and cushier frame still made for impressive stability at high speed, not to mention a surprising amount of comfort for a hardtail. We were disappointed to see last year’s WTB Prowler tires replaced by faster-rolling but far less grippy Geax AKAs, though.

Standout features: Smooth-riding frame, reasonably capable fork, solid drivetrain, brakes with 180mm front rotor
Pros: A well-balanced package that demonstrates how the whole can be more than the sum of its parts
Cons: Wooden-feeling brakes, square-taper crank, 32T rear cog, sketchy Geax AKA tires
Weight: 13.66kg/30.11lb (without pedals). Wheelset: 5.12kg/11.29lb (complete w/ tires, tubes, skewers, cassette, rotors)

Diamondback Overdrive Comp 29er

US$979.99

With their first inclusion in our sub-$1,000 bike test, Diamondback bring possibly the most impressive package to our 2012 test. They’ve checked just about every box, from solid geometry to best component specification.

We heartily recommend the Overdrive Comp 29er, and believe that it will serve any beginner or budget mountain biker well.

The one place where it lost ground to the Trek Mamba was its trail feel. Most testers commented that it felt heavier and sluggish out on the trail, attributes that can be related to its longer chainstays, wheelbase and the fact it has the heaviest wheelset in the test.

It shares the best fork in the test — the RockShox XC 32 — with the Trek Mamba. It’s also the only bike in the group with 10-speed and a contemporary 36T low cog on the cassette.

Standout features: RockShox’ XC 32, 10-speed SRAM X5 drivetrain with 36T cog
Pros: Good brakes, tires and cockpit components, hung from a frame with adequate geometry
Cons: Heaviest wheelset in the test, sluggish trail feel
Weight: 13.72kg/30.24lb (without pedals). Wheelset: 5.48kg/12lb (complete w/ tires, tubes, skewers, cassette, rotors)

And the rest…

Cannondale Trail SL 3

US$1,000

As the only 26er bike on test, the Cannondale benefited from the nimblest handling feel and quickest acceleration. It was bolstered by the heavily shaped aluminum frame and unusual-at-this-price 1.5in steerer tube.

The RST Deuce Coil fork is well controlled, stiff and sports weight-saving aluminum stanchions. The Shimano drivetrain and hydraulic disc brakes were among the best on test, too.

But the 26in wheels and disappointingly narrow tires also made for a sketchy feel at high speed, and a bumpier ride. We’d also like to see the cockpit updated with a wider bar and shorter stem.

Standout features: Lightest bike on test overall, refined aluminum frame, capable RST fork with aluminum stanchions
Pros: Quickest-handling of test bunch, ultra-precise steering, excellent Shimano drivetrain and hydraulic disc brakes
Cons: Small-diameter wheels, disappointingly narrow tires
Weight: 12.62kg/27.82lb (without pedals). Wheelset: 4.54kg/10.01lb (w/ tires, tubes, skewers, cassette, rotors)

Specialized Rockhopper 29

US$940

While some bikes in the lower price range tend to feel more like campus or commuter bikes, Specialized have done a great job of trickling down trail-worthy geometry to an entry-level mountain bike.

The manipulated seat tube and shorter chainstays keep the 29in rear wheel closer to both the bike’s and rider’s center of gravity. The head tube angle is relatively steep and the top tube is roomy, too. This yields a legitimate trail-riding position while still producing a fun, responsive bike.

The tighter, quicker-handling geometry will make it easier for BMX or older-generation mountain bikers to adapt to 29in wheels.

[Editor's note: Specialized mistakenly shipped a higher-end US$1,100 Rockhopper Comp 29, not the standard version. Unfortunately, we caught the oversight too late so the more expensive bike is covered here.]

Standout features: Great handling, and components are of good enough quality to get a beginner pointed down the trail
Pros: Grippy tires, smart frame geometry
Cons: Heavy wheels, gearing too tall for entry-level bike
Weight: 13.96kg/30.77lb (without pedals). Wheelset: 5.44kg/11.99lb (complete w/ tires, tubes, skewers, cassette, rotors)

GT Karakoram 2.0

US$935

We picked on GT a lot in our blog post on testing these sub-$1,000 bikes. While our points were warranted, the GT is far from the worst bike on test with a mid-pack finish.

Highlights include the RockShox XC 28 fork and Shimano drivetrain. The Tektro Draco Pro brakes are okay but we found the standard Draco model more powerful.

GT lose ground in a couple of specific, important areas. The geometry includes a long rear center mated to what feels like a short front center. This makes for a good climber but notably hampers descending.

The tires also take a significant amount from the package’s performance. The semi-slick Maxxis Aspen rubber is more at home on a pro cross-country race bike than a beginner rig. While tires are consumables, they represent a significant portion of the bike’s cost – figure about 5-10 percent in terms of replacement cost.

Oh, and there’s that razor-sharp headset pre-load cap…

Standout features: Fork, good drivetrain
Pros: Reasonable package that doesn’t go too amiss in any one department
Cons: Off geometry, slippery tires
Weight: 13.83kg/30.49lb (without pedals). Wheelset: 5.13kg/11.31lb (complete w/ tires, tubes, skewers, cassette, rotors)

Redline D610

US$949

Redline fall mid-pack for the second year in a row. They offer a nice frame, fork, wheels and tires but it’s the supporting components that really pull the package down.

The D610 is one of two bikes on test with mechanical brakes, which are hard to set up and keep running well. They also don’t offer much modulation.

The cockpit is terrible, with its antiquated 110mm stem metric and crimped riser bar. Redline have also skimped on supporting components such as the semi-sealed headset, which is unlikely to last six months in wet regions.

Redline’s idea of a 2x9 drivetrain is cool, and we want to support it. But it’s poorly executed for beginners — the 28-32T low gear simply isn’t low enough for most riders.

Standout features: Nice frame, second-place suspension fork, WTB Prowler tires
Pros: Great fork, SRAM X5 components
Cons: Not a complete package
Weight: 13.66kg/30.11lb (without pedals). Wheelset: 5.3kg/11.68lb (complete w/ tires, tubes, skewers, cassette, rotors)

Giant Talon 29er 1

US$860

We expected more from the Giant, with its appealing frame, solid geometry and the company’s well-earned reputation for value. But the Talon missed the mark in several key categories. The largely undamped and flexy fork was difficult to control over bumpy terrain, the tires rode harshly and the cockpit included a bar that was too narrow and tall along with a stem that was too long and severely angled. None of our testers could find a comfortable position.

A few component swaps would move this bike up in the rankings but would cost a lot.

Standout features: Foundations of a well-balanced machine, needs a few tweaks to be a true contender
Pros: Generous tube shaping, good geometry, relatively light wheel-and-tire package, solid Avid hydraulic disc brakes
Cons: Terrible fork, poor cockpit fit, stiff-riding tires
Weight: 13.66kg/30.11lb (without pedals). Wheelset: 4.88kg/10.75lb (complete w/ tires, tubes, skewers, cassette, rotors)

Jamis Exile Sport

US$700

The Exile Sport comes in as the heavyweight in this division — and that’s not a good thing. At a porky 15.12kg it’s the heaviest bike on test, with wheels contributing nearly 5.4kg. What’s worse, the performance embodied many of the early criticisms of the 29in design, with very few of the positives. It’s sluggish, awkward and uninspiring.

It must be noted that this bike is at least US$200 cheaper than most of the others on test. And you get what you pay for, with a ho-hum spec: Hayes MX-5 mechanical disc brakes, Alex DP20 wheels, Shimano Acera 8-speed shifters, Shimano Alivio derailleurs, a coil/hydraulic RST Blaze 29 TNL fork, a coil spring and hydraulic fork.

Jamis could have made up ground on the spec with smart frame geometry and rider positioning, but those areas fall short as well.

Standout features: Modern 29in wheel format
Pros: The least expensive bike on test
Cons: All-round sluggish performance
Weight: 15.12kg/33.33lb (without pedals). Wheelset: 5.42kg/11.94lb (complete w/ tires, tubes, skewers, cassette, rotors)

The BikeRadar verdict

We gathered up six riders to test the bikes on short, repeatable loops. This kept things consistent and allowed us to collect as many opinions as possible. After each session, testers had to fill out our standard bike review worksheet, with 51 scores covering everything from handling, stiffness, weight, shift and brake performance, suspension and even aesthetics. Final scores were automatically tabulated to minimize tester subjectivity.

Once again, we learned that the overall package is far more important than individual features or components. All of the top bikes here have nailed the key categories – handling, fit, suspension, tires and basic shifting and braking performance. They’re machines that are fun to ride but also easily controllable in a wide range of conditions and for a diverse collection of skill levels.

Weight plays into the equation but at this price point it’s not nearly as critical a metric as many would like to think. In general, we believe control is key: one bike might be lighter or better on paper than another, but the best option will be the one that most readily allows the owner to safely explore the sport and then develop their skills.

In that respect, we had no problems picking this year’s winner. The Trek Mamba is that elusive complete package we were hoping to find. It offers up a remarkably competent machine for beginners but one that could easily evolve into a much higher-performance machine with some key upgrades.

2013 Uvex helmets and glasses – first look

Matt Pacocha, US editor, from Sedona, AZ — Fri, 25 May 2012 15:00:00 GMT

German helmet and sunglasses manufacturer Uvex will offer a new flagship helmet for 2013, called the fp 5. The lid will be available this fall but is already in use by the Argos-Shimano professional road team in Europe. Uvex will also offer an Ultrasonic helmet, and top their stalwart Crow Pro shield-type sunglasses with a pair called SGL 104.

2013 Uvex lids: fp 5 and Ultrasonic

Uvex’ fp 5 won’t be launched officially until this fall’s trade shows, so we’ll have to wait for details. The new helmet will cost US$229 and build on the feature-set of the fp 3, which will stay in the line.

While we don’t have details of the fp 5, the fp 3 features a molded-in roll cage that allows for larger vents and a lighter weight without sacrificing safety. The helmet is constructed with Uvex’ double inmould technology, which uses firmer foam around the lower half of the helmet for better protection and durability.

The fp 3 also features the brand’s monomatic ratcheting system, IAS adjustable retention system and FAS adjustable chinstraps. The liner is anti-bacterial and removable for washing.

Argos-Shimano are now racing in Uvex’ fp 5

Along with the fp 5, Uvex will launch the Ultrasonic lid at the fall tradeshows. This helmet will offer the same retention and buckle system as the fp 3 but will be available in three shell sizes for a wider range of fit (the fp 3 only comes in two shell sizes).

The small Ultrasonic will weigh in at a claimed 215g and will come with three finish options: standard gloss with a visor, for US$149; matte without a visor, for $159; and matte with a visor, for $169.

Uvex’ new glasses: SGL104

Uvex’ best-known, best-selling pair of shield-style sunglasses, the Crow Pro, will be passing its top-tier status to the SGL 104 for 2013.

The new cycling-specific sunglasses will come in a variety of colors and with a suite of three fixed tint lenses for US$130 or single photochromic lenses for US$140.

Uvex’ new SGL 104 (right) and SGL 202

Uvex claim their two photochromic tint options offer the widest range of light transmission available in the industry. They also say the same tint – either grey or orange-brown – can be used in environments from full sun to darkness.

BikeRadar video expands, literally

BikeRadar UK — Fri, 25 May 2012 12:56:00 GMT

You've probably noticed a new addition to the BikeRadar home page: the video strip that expands at the top, replacing the player on the right hand side. There you can find all our latest videos, as well as an easier to navigate video section.

Why have we done it? Because video is increasingly important for today's hungry internet users, who watch billions of minutes of cat-related footage online alone. In fact you guys have watched over 2,965,912 minutes of video on our site in the past year and we don't have cats.

What we do have is lots of expert opinion on bikes and gear, as well as workshop tips on how to maintain it, how to ride it, people doing crazy stuff on it (including racing), and on special occasions like today, cake.

We like cake

There's more where that came from so sit back and enjoy the bike entertainment experience that is BikeRadar video.

Bryton Rider 20 GPS computer review

Justin Loretz, What Mountain Bike — Fri, 25 May 2012 12:00:00 GMT

Bryton’s Rider 20 is a GPS-enabled bike computer; that is, it tells you your in-ride stats but doesn’t have on-screen mapping. Off-piste explorers will need to look elsewhere for guidance. It does record your route to be overlaid onto maps when you download it to Bryton’s site, though.

Like Garmin’s Edge 500, the Bryton Rider 20 uses GPS tracking to give you plug-and-play ANT+ enabled wireless data collection (including heart rate), with no need to calibrate for wheel size – a deﬁnite boon for technophobes. The unit sets up in seconds and displays current speed, max speed, average speed, total distance/trip distance, altimeter and calories burned.

Customisable data screens mean you can display facts and ﬁgures in the way you want them, and in large type that’s easy to see on the move. The battery life says 24 hours, and we’ve had 20 before we fell asleep. Only the weird, dedicated-design non-USB charger is a worry, given the number of things we lose or break.

This article was originally published in What Mountain Bike magazine, available on Apple Newsstand and Zinio.

SRAM XX1 prototype spotted - this one goes to 11

James Huang, technical editor, in Germany — Fri, 25 May 2012 11:00:00 GMT

We’d long heard rumblings of a new 11-speed mountain bike group coming from SRAM. We expected it to be an updated XX with a wider range that more closely replicated a conventional triple. Instead, SRAM have developed a progressive, dedicated, single-ring 11-speed group called XX1. The company hope it will change mainstream thinking in terms of mountain bike drivetrains.

We happened to score an in-depth look at the prototype during our recent visit to SRAM’s European headquarters, where we got a lengthy sit-down with drivetrain product manager Chris Hilton. We also got to pedal the bits around a little, too.

What is the XX1?

SRAM aren’t pitching XX1 as having 11 speeds. Instead, they’re describing it as a 1x drivetrain that just happens to have 11 cogs out back. The heart of the XX1 concept is its ultra-wide, 10-42T cassette, which provides a generous 420 percent range. That still falls short of the XX’s rough 470 percent but it’s a big improvement over current 1x10 drivetrains that many riders already run. In essence, the XX1 cassette adds a gear on either end of a current XX cassette while retaining reasonable jumps in between.

“We’re not trying to start an 11-speed war,” Hilton says. “A 1x11 war? Fine, but a 2x11 war isn’t beneficial to anybody.”

SRAM also don’t intend for the XX1 to replace current 2x10 groups. Instead, they’re aiming it at trail and enduro riders who are often already strong enough to power a single-ring drivetrain. The target group often also place a major emphasis on chain retention and impact protection with dedicated guides and bashguards.

Nonetheless, SRAM are fully expecting a smaller faction of forward-thinking cross-country riders to jump on board as well. As well as being simpler and more secure than the XX, the XX1 is also lighter. Target production groups are 200-300g relative to the ultra-light XX.

“Almost all of that is from omission, not from anything getting lighter,” Hilton tells BikeRadar. So there shouldn’t be any drop in overall durability, either.

Final pricing is still to be determined but SRAM plan to launch the XX1 later this summer.

Video: SRAM's prototype XX1 drivetrain

New cassette, new freehub body

The XX1 cassette construction is very similar to that of XX, mostly machined from a single block of steel to form a hollow, domed structure. That dome is then capped with an aluminum innermost cog – in this case, one that’s much more dished than the one on XX. This also transfers all the drive torque to the splined freehub body. Instead of having the smallest cog as a separate bit, XX1’s 10-tooth cog is now integrated into the rest of the steel structure.

Squeezing on a 10-tooth cog required some doing, as it’s too small in diameter to fit on a conventional freehub body. So, SRAM created a new ‘XD’ driver body that’s essentially a slight modification of what’s currently in use. The end where a conventional lockring would normally thread into is lopped off. And almost all the splines on the outside of the body are shaved smooth to leave a mostly bare cylinder.

A Delrin-lined aluminum locking ‘tube’ replaces the conventional lockring. The ‘tube’ snaps into the inside of the 10-tooth cog but is otherwise free to rotate. Threads at the inner edge then match up to new threads added just outboard of the remaining freehub body splines. The Delrin lining is sized to provide a light press-fit on the freehub cylinder. When it’s all secured, the locking tube keeps everything firmly concentric on the freehub body, with no chance of cogs digging into its surface. It’s not very different to how a non-driveside SRAM GXP crank arm attaches to a bottom bracket spindle.

Because all the freehub body modifications are restricted to the exterior, an XD body can be adapted to current hub designs with no changes to things like axles, bearings and spoke flange spacings.

The XX1 cassette fits onto a modified XD cassette body

For now, wheels will be available from SRAM and DT Swiss only for sure although recent imagery released by SRAM suggests Mavic is on board as well. Hub spacing will remain unchanged at 135mm or 142mm. Licenses to other makes are under discussion, but given the prevalence of DT Swiss drivers in other companies’ wheels that should open things up to the likes of Specialized, Reynolds, Enve Composites, and others right away.

XX1’s 11-speed cog spacing will be unique to the group, however, and isn’t shared with 11-speed offerings from Shimano (more on that soon) or Campagnolo. Of course, there’s a dedicated 11-speed chain as well, with a slightly narrower external width. Inner plate spacing and roller width are unchanged from SRAM’s 10-speed chains, though, so wear supposedly isn’t adversely affected.

Straight P derailleurs

The XX1’s rear derailleur will signal a radical departure from current designs. With a conventional slant parallelogram the derailleur body simultaneously moves the cage in and out as well as up and down. But the XX1 will use a so-called “straight P” layout where the body only moves along the horizontal plane. It’s an idea Hilton admits has been floating around within SRAM for the past eight years but is only now seeing the light of day with the rise of 1x drivetrains.

Hilton acknowledges that a straight parallelogram is counterintuitive. One would assume that the derailleur body should follow the contours of the cassette, but the XX1 cassette’s extreme gear range and tighter cog spacing necessitated a change in thinking.

“Originally, the first prototype of this was built for a downhill bike,” Hilton says. “We built it because when bikes hit bumps, the derailleur absorbs the shock of that chain. So you hit a bump today and you’ve got your chain mass and your derailleur mass. It can actually activate the parallelogram and cause ghost shifting. If you add a clutch to that and you’ve really significantly stopped that force, you’ve actually added to the potential for ghost shifting. We’ve compensated for that [in current Type 2 rear derailleurs] by not decreasing our spring tension in derailleurs.”

Because XX1 doesn’t rely on a slant parallelogram to control chain gap, the upper pulley is now hugely offset from the lower derailleur body knuckle. As the chain shifts across the range, more or less chain is wrapped around the cassette, pulling the cage fore and aft and the upper pulley up and down.

XX1 will only be offered with a single 10-42T cassette ratio, so that upper pulley pivot offset could be precisely calculated to keep chain gap consistent across the entire range.

“The chain gap is exactly the same in every single cog no matter what cog you’re in, even if you were to change the cassette, because it’s driven by the amount of free chain length,” explains Hilton.

The XX1’s “straight P” design also means it will only work with a single-ring crank. Likewise, suspension designs with lots of chain stay growth could be problematic.

Naturally, the XX1 will feature SRAM's new Type 2 roller bearing clutch to squelch excess pulley cage movement on bumpy terrain. Other details include an integrated cable pulley at the rear of the derailleur, just like on Avid’s long-defunct Rollamajig, to decrease cable friction. We expect production units to be built with cold-forged parallelogram plates and a carbon-fiber pulley cage.

The 1x11 concept doesn’t require a huge re-engineering of shifters. Therefore, XX1 models will essentially be the same as current trigger and Grip Shift offerings, albeit with different badging, an extra click and specific internal spacing.

No chain guide required?

XX1 was conceived as a single-ring drivetrain, allowing engineers to rethink the chainrings as well. Conventional 2x or 3x chainrings are designed with elaborately shaped teeth to improve shift performance but this also affects ability to retain the chain on bumpy terrain.

“As we make chainrings shift faster and smoother, we’re taking material away, making them more expensive, limiting their lifespan and potentially affecting chain retention capability,” says Hilton. “There's no question that making a chain shift makes a chain fall off.”

As a result, XX1’s chainring teeth are unusually tall and quite squared-off, similar to those found on dedicated singlespeed rings. However, they’re also built with alternating tooth thicknesses that are syncronized with the gaps in the chain – slightly narrower to fit between inner chain plates, and wider to take advantage of the extra space between outer chain plates.

Combined with XX1’s improved chainline, Hilton claims this improves chain retention to the point that you won’t need any sort of guide in most applications, while also slowing down wear and reducing drivetrain noise. Hilton admits that aggressive trail and enduro riders might still choose to run some sort of minimal upper guide, if only for peace of mind.

“I like to say that chain retention is sort of like birth control – there are various levels of safety,” he quipped. “You could choose to use a full-on X0 DH guide with bash protection and a lower roller in addition to this whole system but that would be like abstinence."

The XX1 drivetrain fits in well with the 'new school' of trail bike kit, which includes wide bars and short stems

The synchronized design of the chainring teeth will limit the XX1’s chainring choices to even numbers. But the overall range is admirably broad – all the way from 28-38T. That variation will require a dedicated bolt circle diameter, but the spider will be shaped so that users won’t have to remove the cranks to swap rings. The production crank will feature hollow carbon-fiber arms and be offered in both narrow and wide stance widths (we’re guessing 156mm and 166mm, as for current XX cranks).

1x11 drivetrains: the bonuses

Why go to all this trouble just to eliminate a chainring, though? Don’t current 2x10 systems already work well enough? That all depends on who you ask.

It’s true that modern two-ring drivetrains work well. But they still can’t match the security of single-ring setups, which are increasingly finding favor in the mainstream marketplace, especially with more aggressive riders. If you need proof of that, just note the explosion of two-ring chainguide models in recent years.

Moreover, single-ring drivetrains are simpler and lighter, as well as less confusing to newer riders. Hilton doesn’t refute the idea of eventually bringing the 1x11 concept to much lower price points and XX1’s gearing range sounds generous enough to be useful for a wide swath of riders.

“As long as you choose your range properly, this type of system is applicable to a majority of people,” Hilton says. “It’s not intended to replace 2x10. Some people need a bigger range, and that’s fine – we still have 2x10. But if you’re Ross Schnell or various other people, this is a radically improved 1x10.”

Hilton also points to the difficulties an OEM company can face in terms of getting front derailleurs to play nicely with the huge range of rear suspension designs.

“Front derailleurs are limiting because there are so many choices,” Hilton says. “It’s limiting because of where you can move the wheel to, where the suspension pivots are placed, where the cable routing comes from – all those things are limitations to a drivetrain. Front derailleurs are one of the most expensive engineering and tooling costs on a bicycle, yet it’s the first place manufacturers go to cut money.”

So why not use a 2x11 setup? Combined with that 10-42T cassette, such a drivetrain could easily replicate the full range of a traditional triple but with the advantages of a double.

“2x11 is certainly feasible – it’s not impossible,” Hilton says, though he also adds that the cassette’s added width presents problems with chainline if more than one chainring is used. “11-speed is a by-product of wanting to make a wider-range cassette without funky steps in there. We want to sell it as a 1x drivetrain solution that just happens to have 11 gears. The eleventh gear becomes problematic because the overall spacing is now wider.”

Could the XX1 concept be further expanded with a revamped HammerSchmidt or high-performance, internally geared setup, though? Hilton doesn’t rule out that possibility but says it’s not imminent.

Either way, XX1 sounds awfully appealing on paper. And after a brief test ride inside SRAM’s Schweinfurt facility, in Germany, it certainly seems to work. We’ve been promised parts for testing in the near future so we’ll know for sure soon.

Video: The Athertons, chapter 4

BikeRadar, UK — Fri, 25 May 2012 10:55:00 GMT

Officially the final chapter in the series (an outtakes video is coming shortly), Rachel takes us on a Cribs-style tour of Atherton Racing HQ.

Here we find the dirt jump-filled back garden, the fully tooled-up workshop, the expansive gym and the house itself - pretty much the dream set-up for any serious mountain biker. Check it out in the video below and then catch up on the rest of the series in chapters one, two and three.

Filmed and edited by Liam Murphy

e*thirteen TRS+ 29er wheels review

Doddy, Mountain Biking UK — Fri, 25 May 2012 10:00:00 GMT

Using a lightweight and stiff 21mm scandium rim, the TRS+ wheelset from e*thirteen has been built around LG1+ Chub hubs and strung together with DT Swiss SuperComp spokes and nipples. On top of that you get rim tape, valve stems and sealant if you want to go tubeless.

The front hub – as used in the company's downhill wheels – is compatible with both 15mm and 20mm axles (with a change of adaptor), and the rear hub is available to suit 142x12mm and 135mm options, putting them firmly in the all-mountain ballpark. But the all-in weight of just 1,800g a pair doesn’t pigeonhole them solely for burlier riders.

The hubs use a huge 6061 alloy flange and a carbon fibre body to keep weight down and stiffness up by means of shorter spokes. High-quality cartridge bearings roll fast and are sealed well against the elements. The freehub mechanism for the rear hub uses three pawls, each with two sets of teeth cut in, offering 60 points of engagement each rotation. This setup offers a positive and almost instant pickup, as well as the loudest ratchet noise we’ve ever heard on a hub.

The low weight of the wheels means they’re a doddle to get up to speed, but the real gem of these wheels is how stiff they are. We’ve not come across 29in wheels anywhere near as stiff as these – they feel more like a 26in wheel, especially out back clamped in a 142x12mm bolt-through setup. If you've been put off riding a 29er due to the flexy wheels, then these could well be your ticket to big-wheeled bliss.

They’re also incredibly strong. We’ve been riding uplift trails, jumping, dropping, landing sideways and abusing them wherever we can, and we’ve not even had to get the spoke key out. They really are that solid. So far, after nearly four months of hardcore use, we’ve had no bearing waggle or notable wear, and when pulling the hubs apart we haven’t even found any contaminated grease in them.

Our only slight issue with them is when we set them up tubeless. Unlike using a UST tubeless setup – where the tyre simply locks straight in – we had difficulty initially getting a couple of tyres to inflate. In the end it required CO2 cartridges to solve the problem, and it was a bit messy. They've been as good as gold since, however, with less burping than normal on a tubeless conversion.

This article was originally published in Mountain Biking UK magazine, available on Apple Newsstand and Zinio.

DMR Reptoid 9SPD review

Jake Ireland, Mountain Biking UK — Fri, 25 May 2012 08:00:00 GMT

DMR have massive dirt jumping heritage in the UK, with some of the country’s best known riders having ridden their bikes and played a part in developing new steeds. The Reptoid 9SPD is their entry-level geared bike. It certainly looks the part and it offers a decent level of fun – we can see rippers everywhere reaching their best on it.

Ride & handling: Made for fun

The Reptoid frame is definitely one for smaller riders – 5ft 6in and shorter – with a 560mm top tube and short 1,025mm wheelbase. When we took it to the BMX track and dirt jumps the DMR shone. Although it’s heavy (16.32kg/36lb, without pedals), it didn’t feel like it when it came to spending time in the air – it felt balanced and stable, and really inspired our confidence for going large.

Marzocchi’s 80mm-travel DJ fork performed well throughout the test, and exceeded our expectations. The rebound adjuster had a good range and there was a mechanical preload adjuster too, although we found that made minimal difference to how the fork behaved. The wheels proved capable of taking a good pounding too, without any sign of weakness. It might not be light, but the DMR certainly put up with some serious abuse.

Manualling the bike was easy too, and it was instantly comfortable for every rider who swung their leg over it, the short chainstays (approx 410mm) coming into play there. There’s no hiding the fact that the DMR isn’t built for riding up hills.

That said, when we did take it out for a trail ride, we were reasonably surprised. The handlebar felt comfortable straight away. The seatpost is jump-bike-short and the saddle is made from solid plastic, so even if you could sit on it, you wouldn’t really want to!

When we were stood up and pedalling though, the DMR moved along pretty nicely thanks to its fast-rolling DMR Moto Digger tyres – although we wouldn’t want to get out anywhere with much mud and slop on those bad boys. All these factors combined made any kind of singletrack riding more of a chore than it was worth – but singletrack makes up a tiny proportion of what the DMR is likely to be ridden on.

The Microshift drivetrain did grind our gears though. The lever for finding a lower gear is great, but the upshift button seems to have been deliberately positioned in a difficult to reach spot – we had to totally remove our thumbs from the bar to be able to use it at all. A real disappointment, but the Microshift arrangement is compatible with Shimano shifting setups, so it’s not the end of the world if the shifter needs changing.

Frame & equipment: Steel chassis, good fork and decent own-brand parts

The Reptoid is made from chromoly steel, with a heat-treated down tube and a gusseted standard 1.125in head tube. The single, tiny frame size has a 350mm seat tube, with a 25.4mm seatpost. The dropouts are horizontal – so you can convert to singlespeed in the future if you wish – and the mech is attached with an adapter that bolts onto the axle on the bottom of the dropout. It makes the wheel a pain to remove, but we like the fact that the hanger is replaceable.

Wheels are courtesy of DMR, with Deevee rims and colour-coded green anodised hubs with nutted axles front and rear – along with the mech hanger adapter, these make wheel removal a bit of a kerfuffle. Shifting is provided by a nine-speed Microshift setup, with a single ring up front hung from Truvativ Ruktion cranks and a chain device to keep the chain on.

DMR’s own alloy Wingbar and BMX-style stem have a 25.4mm clamping interface, which is something we tend to see less of these days thanks to the 31.8mm standard having become the norm. Tektro mechanical disc brakes provide a decent amount of stopping power through 160mm rotors. Unusually, the Reptiod comes with a set of pedals we were actually comfortable using – the well-proven DMR V8s.

This article was originally published in Mountain Biking UK magazine, available on Apple Newsstand and Zinio.

SO GOOD

Mechanical Disc brakes feel great

Marzocchi DJ fork comes up trumps

Fast-rolling tyres that generally hold their own

NO GOOD

Only one (small) frame size

Microshift shifter isn’t easy to use

Uncomfortable, hard saddle

New pumps and fenders from SKS

Matt Pacocha, US editor, from Sedona, AZ — Thu, 24 May 2012 21:32:00 GMT

German manufacturer SKS – the Karl Scheffer-Klute Group – are the number one pump manufacturer in Europe and produce all their products in Germany. This week we were hands-on with some of their key 2012 products.

The plastic injection company also make fenders, tools and bags. Outside of the bicycle industry SKS do contract work, making plastic parts for BMW. The brand averages a 50,000 daily pump production capacity in Germany and sold 7.8 million mini pumps in 2011.

SKS showed three new pumps at their latest event – two mini and one shop pump, as well as highlights from their fender line.

New pumps: Aeron, Spaero and Airkompressor 12.0

The SKS Airkompressor

SKS Aeron (US$24.99) sports an aluminum housing, piston and handle. The 157g pump has a conventional lever lock for valve stems and fits both Schrader and Presta by way of a flip-flop of the internal components.

The new Spaero is available in both aluminum (US$39.99) and plastic (US$34.99) versions, which weigh 160g/134g respectively. The unique design feature with this pump is its hidden, extendable hose, which gives less chance of bending or breaking a valve stem and allows you to pump against the ground as you would with a mini floor pump.

Both of the above pumps are ‘high volume’ mini pumps for mountain bike use and are rated to 73psi. Each comes with a frame mount as well.

The Airkompressor 12.0 (US$44.99) builds off the success of the Rennkompressor (US$59.99), SKS’ oldest and most popular floor pump. The new Airkompressor 12.0 features a 730mm steel barrel and extra large guage. SKS rate it to a maximum pumping pressure of 174psi.

SKS fender highlights: Raceblade Long, Longboard

The new 35mm-wide model also sports a rubber flap that extends to almost touch the ground

In addition to pumps, SKS are known for their injection-molded plastic fenders. One of their unique designs is the Raceblade, which mounts to a racing frame without fender bosses.

Starting with the Raceblade concept, SKS have developed the Raceblade Long (US$59.99), which are, as the name states, longer to provide more coverage. Because longer fenders need more support, SKS have devised a unique quick-release system. The fender mounts with clips that fit behind the brake caliper, using its fixing bolt, and at the dropouts, using the quick-release skewer. SKS will offer the Raceblade Long in 35mm and 45mm widths.

New last year, SKS’ Longboard (US$49.99) is one of the brand’s pinnacle fenders for bike commuters. New for 2012, the fenders become available in their original 45mm width and a new 35mm width for tires ranging from 20mm to 28mm.

The Longboard fenders sport almost ground-touching coverage that promises to keep feet free from tire spray. It’s meant for commuters in wet regions and was developed as an answer for riders adding plastic water bottles to their existing fenders to gain coverage. Grant Petersen, of Rivendell Bicycles, helped design them.

Campagnolo EPS time trial/triathlon shifting system launched

Ben Delaney in Marina Del Rey, CA — Thu, 24 May 2012 21:00:00 GMT

First spotted at the Giro d’Italia, Campagnolo’s EPS time trial/triathlon shifting system was officially launched Thursday in Los Angeles, CA.

The electric 11-speed group features return-to-center style bar-end shifters, integrated brake/shift levers, and two new aero cranks, which are supplemented by the electric EPS transmission components launched earlier this year.

Campagnolo launched their mechanical TT/tri group last June, and the company’s engineers sought to maintain that group’s ergonomics and tactile feedback with the new electric group.

The TT/tri EPS group also shares the DTI (Digital Tech Intelligence) battery pack with the road system. To integrate the button shifters at the brake lever and bar end, Campagnolo have designed an 'interface unit,' which acts as a splitter.

Riders can shift through all 11 cogs with a single long push of a button (at the brake lever) or a single depression of the bar-end mounted lever. The brake lever buttons give a prominent click when depressed, but there is no tactile feedback for how many gears are being shifted — a rider must experiment to learn the relationship between time held and gear shifted.

The return-to-center EPS shifters can shift one gear or 11, depending on how long the lever is held down

The front derailleur auto-trim feature gives appropriate chain clearance as the rear derailleur is shifted. However, there is a slight delay between the rear derailleur action and the front derailleur’s compensation.

The entire system is completely waterproof, Campagnolo says, and a battery charge is estimated to last about 2,000km.

The time-trial system is controlled by the DTI power pack, which is the same as the company's road EPS group

The two new aero cranks are called the Bullet Ultra and Bora Ultra. Both feature a ramp-and-pin style shifting system, which Campagnolo calls "XPSS". The chainrings have eight upshift and two downshift zones. Both crank models are made in Italy and feature an aerodynamic cover and ceramic bottom bracket bearings.

The cranks differ by way of axle design, the Bullet utilizes a single axle, while the Bora has Campy's Ultra-Torque semi-axle design, which mate in the center by way of a Hirth joint. The Bullet offers three chainring combinations: 34/50, 36/52 and 39/53. Bora comes with three larger gear combinations: 39/53, 42/54 or 42/55.

Check back soon for a complete report and a full photo gallery.

Campagnolo launch electric time trial/triathlon shifting system

Ben Delaney in Marina Del Rey, CA — Thu, 24 May 2012 21:00:00 GMT

First spotted at the Giro d’Italia, Campagnolo’s electric time trial/triathlon shifting system was officially launched Thursday in Los Angeles, CA.

Campagnolo launched their mechanical TT/tri group last June, and the company’s engineers sought to maintain that group’s ergonomics and tactile feedback with the new electric group.

The TT/tri EPS group also shares the DTI (Digital Tech Intelligence) battery pack with the road system. To integrate the button shifters at, both, the brake lever and bar end, Campagnolo have designed an 'interface unit,' which acts as a splitter.

The return-to-center EPS shifters can shift one gear or 11, depending on how long the lever is held down

The front derailleur auto-trim feature gives appropriate chain clearance as the rear derailleur is shifted, however, there is a slight delay between the rear derailleur action and the front derailleur’s compensation.

The entire system is completely waterproof, Campagnolo says, and a battery charge is estimated to last about 2,000km.

The time-trial system is controlled by the DTI power pack, which is the same as the company's road EPS group

The cranks differ by way of axle design, the Bullet utilizes a single axle, while the Bora has Campy's Ultra-Torque semi-axle design, which mate in the center by way of a Hirth joint. The Bullet offers three chainring combinations: 34/50, 36/52 and 39/53. While Bora comes with three, albeit larger, gear combinations: 39/53, 42/54 or 42/55.

Check back soon for a complete report and a full photo gallery.

Syracuse Bicycle Works introduce kids to bikes

Peter Suciu, from Detroit, MI — Thu, 24 May 2012 18:00:00 GMT

Many inner city kids don’t have safe places to ride. On top of that they often have no bikes to ride. In Syracruse, New York, this was the case until part time blogger, part-time community volunteer, Alexandre Leclercq, took his passion for old bikes and turned it into a way to help his community’s kids.

“The program started with my blog,” said Leclercq. “I love repairing old bikes. I love customizing them. I love certain old fashioned looks. I love riding for style and pleasure, rather than for performance, and I felt there was a certain bike culture missing in Syracuse.”

Leclercq told BikeRadar that the local bike shops sold high-end performance oriented bicycles that were beyond the cost most kids today could afford. And the big-box retailers only sell low-end mass-produced bikes. “So I thought I would experiment with a blog that would promote repairing and customizing old bicycles and bicycling in style,” said Leclercq, who went on to create Syracuse Bicycle Works. “Through that blog I try to push forward a certain aesthetic and ethos that's been missing so far.”

Leclercq then took his blog from the digital world to the real world in his community. At the time he started the website, he was volunteering in on the west side of Syracuse. “It's the Latino district,” Leclercq added. “One of the poorest neighborhood in the nation.

“There, kids and adults ride bikes all the time,” said Leclercq, who runs a workshop, which now meets at the local Mundy Branch Library every other Saturday.

This program allows for kids come and use his tools to fix up their bikes. “I give them tutorials on how to do certain repairs or customizations,” said Leclercq. “We work on specific projects together, like the West Side Art Council's bike show last year. We go on rides together, like on Syracuse' Creek walk.”

He also now encourages the kids to ride more, and this often just requires showing them how to maintain their bikes, which would otherwise be crippled by flat tires, loose chains, defective brakes, or a general lack of tuning.

A lot of the club’s worth work centers on making bikes easier for youthful hands to maintain; such as opting for coaster brakes, and building up single-speeds that need little maintenance. “I also push them to opt for bigger bikes, rather than the usual BMX, so that they can go further with them and discover other neighborhoods or landmarks in the city of Syracuse.”

Syracuse Bicycle Works introduces kids to bikes

Peter Suciu, from Detroit, MI — Thu, 24 May 2012 18:00:00 GMT

“There, kids and adults ride bikes all the time,” said Leclercq, who runs a workshop, which now meets at the local Mundy Branch Library every other Saturday.

2013 Ridley X-Fire Disc - First look

Ben Delaney from Boulder, CO — Thu, 24 May 2012 16:45:00 GMT

Joining the swell of bike companies offering disc brakes on cyclocross bikes, Ridley choose to spec four of their six cyclo-cross bikes with mechanical discs. Ridley launched their top-end 2013 disc ’cross bike, the X-Fire Disc, at Boulder Cycle Sport in Colorado on Wednesday, and BikeRadar borrowed the bike for a closer examination.

The 2013 X-Fire Disc comes in two spec options: Shimano Di2 Ultegra for $4,395 and mechanical Ultegra for $3,395. We looked at the latter.

With full-length shift and brake housing, plus Clément's mud-specific PDX rubber, the X-Fire Disc looks ready for some truly epic ’cross conditions.

The bike comes dressed with Shimano's Ultegra mechanical shifters and rear derailleur, with a Shimano 105 cassette, chain, and front derailleur. Clément’s PDX clinchers are mounted on Velocity Handbuilt wheels. Hayes CX-5 mechanical disc brakes, a Ritchey cockpit and an FSA K-Light crankset with 46/36 rings round out the package.

Ridley uses the same frame for the Di2 and the mechanical Ultegra bike, so upgrading to electric later is an option. As is becoming the standard, the rear wheel spacing is 135mm, so your 29er mountain wheel could be subbed in, or kept for spares in the pit.

Routing for the Di2 battery wires, should you decide to go electric

This is the first year Ridley has produced a disc cyclocross bike. Other disc options include the $2,695 X-Fire Disc Apex and the X-Ride Disc Apex. Ridley’s top-end bike, the $5,395 X-Night Red, is a cantilever bike.

To counteract the disc-brake forces, the X-Fire Disc’s 4ZA Oryx fork is designed with heavily reinforced lower legs. The X-Fire Disc’s huge bladed fork connects to the frame at a 1-1/2in lower bearing, and the steerer tube tapers up to a 1-1/8in upper bearing.

The beefed up fork and Hayes CX Five mechanical caliper

Click on our gallery, at right, for all the details.

Giro d'Italia 18: Guardini has Cavendish's number

Cyclingnews.com — Thu, 24 May 2012 16:05:00 GMT

This article was originally published on Cyclingnews.com.

He’d waited almost three weeks but in the sprinters’ final opportunity Andrea Guardini (Farnese Vini - Selle Italia) finally delivered, winning stage 18 of the Giro d’Italia. It was a triumph worth waiting for, worth the jibes he’d received from the Italian press who questioned why he had failed to impress in any of the previous sprints, and certainly worth remaining in the race for after so many of his sprint rivals had packed up and gone home.

Finishing ahead of Mark Cavendish (Team Sky) and Roberto Ferrari (Androni) the Farnese rider has finally arrived on the big stage.

“I’m still very young and I’ve got to develop a lot as a rider. I’ve really suffered on the climbs in this Giro d’Italia but 198 riders started the Giro and now there’s only 168 left. That proves something," Guardini said.

“During the first week of the Giro d’Italia I didn’t believe in myself enough. I’d been struggling in the sprints and things hadn’t been going my way. I knew this sprint was the last chance I had. I knew it suited me because it was so flat. I knew my chance was today or that I’d have to wait until next year. I knew I could beat Cavendish but I knew I had to jump first and by doing that today, I’ve realised what I can do.”

“The difference between winning this sprint and winning one after 250km of racing all comes down to experience. A few years ago Cavendish struggled on the climbs and he’s amazing, as he proved by winning Milano-Sanremo at the first attempt and at my age. I think I’m a similar kind of sprinter as Cavendish but my idol was Robbie McEwen who retired a few days ago.”

Spectacular scenery during stage 18

Stage 18 from San Vito Cardore to Vedelago, less than 150km long and on flat and downhill roads, marked the sprinters last chance of taking a stage and everything pointed towards Cavendish’s fourth stage win of the race. Matthew Goss, Mark Renshaw and Theo Boss had long since left the race and Cavendish, who snapped up the maximum points on offer at the day’s intermediate sprint, looked as hungry as ever.

The world champion appeared crowded out though as the peloton raced towards the line. With Peter Kennaugh out of the race Sky was missing a key ingredient from its train and Bernhard Eisel and Geraint Thomas were forced to work overtime inside the final 10 kilometres. Omega Pharma-Quickstep and Saxo Bank decided to take charge but inside the final kilometre Eisel nudged his way through the chaos and towards the front. Thomas and Cavendish were glued to his wheel and the stage winning headlines were being prepared.

There was the inevitable and messy scramble for the world champion’s wheel, a position almost as difficult to achieve as a sprint win itself. Roberto Ferrari and Guardini were the principle contenders, with the Farnese rider eventually yielding as Thomas hit the front inside the final 500.

But while Cavendish’s glory looked almost inevitable, an Italian 22-year-old from Pregnago thought otherwise, launching his sprint just as Cavendish raised himself from the saddle. The Italian went on the right, first around Ferrari and then the tiring Thomas as Cavendish struggled on the left.

As Cavendish looked to his right the writing was on the wall, and Guardini was able to raise his hands and saviour the biggest day in his career. A new winner, a new headline, a new sprinter has arrived.

The happy winner, Andrea Guardini

After yesterday’s mammoth stage through the Dolomites and the legendary climb up the Passo Giau, the riders at this year’s Giro d’Italia set off for their final flat stage of the race. In usual circumstances the prospect of just 139 kilometres would be walk in the park. However after nearly three-weeks of racing, and with a number of teams still without a stage win, stage 18 was always destined to be tougher than expected.

After just 20 kilometres the first break formed with Manuele Boaro (Saxo Bank), Stef Clement (Rabobank), Pier Paolo De Negri (Farnese Vini) and Angelo Pagani (Colnago-CSF Inox) going clear. Their lead stretched to 3 minutes before Sky and Omega Quickstep began to muster their troops.

With an intermediate sprint at kilometre 84 and Cavendish keen to claim as many points as possible ahead of a mountain double header and time trial Sky stretched themselves to bring the break back.

And once the British sprinter achieved the first aim of the day Sky allowed another move to go clear.

Clement was present again, clearly hoping he could rescue Rabobank’s poor Giro single-handedly. On this occasion he was joined by Martijn Keizer (Vacansoleil-DCM Pro Cycling Team), Olivier Kaisen (Lotto Belisol Team) and Mickael Delage (FDJ-Big Mat).

Kaisen had more breakaway kilometres in his legs than any other rider in the race - 639 – with Keizer a close second at 612 and the foursome built up a lead approaching a minute with 46 kilometres remaining.

Sky reacted by putting the dependable Ian Stannard on the front, and the lone Sky rider kept the gap in check before a number of teams rolled up their sleeves and joined the pursuit.

Delage was the last man standing, and was briefly joined by Lars Bak, but the pair were never given much leeway, a gap of 11 seconds their biggest buffer.

Caught inside the final 4 kilometres it all came back together.

Bjarne Riis to promote autobiography in London next week

BikeRadar, UK — Thu, 24 May 2012 14:30:00 GMT

Former pro cyclist and current Saxo Bank team owner Bjarne Riis will take part in a Q and A next week in support of his autobiography, Riis - Stages of Light and Dark.

The book, already a best seller in his native Denmark, has been translated into English for the first time and following its publication earlier this month, the Dane will visit Sigma Sports in Kingston upon Thames, London at 7.00pm on 30 May to answer questions from the public.

In 1996, Riis made history by becoming the first Dane to take overall victory at the Tour de France. 11 years later, his win was struck from the record books (and subsequently reinstated, with conditions) after he admitted his win was fuelled by EPO.

His autobiography chronicles his life, from the shy eight-year-old who discovered the sport, to the champion cyclist turned banned substance user and finally the owner of his own professional cycling team. It's available now, published by Vision Sports Publishing, on 14 May for £12.99.

Video: Skoda Skills - how to ride in a group

BikeRadar, UK — Thu, 24 May 2012 12:55:00 GMT

Running in conjunction with the 'How to' section from our sister magazine Cycling Plus, here's the first in a multi-part road cycling skills series featuring pro tips from members of the British Continental squad Team Raleigh-GAC.

First up is a skill essential should you start riding with a cycling club - group riding. Here, Canadian pro Jamie Sparling talks through the essential things to keep in mind in a packed bunch.

The series comes from a coaching day courtesy of Skoda at Hillingdon Cycle Circuit in London, where six winners of a Cycling Plus competition were given a day's tuition from the guys of Team Raleigh-GAC.

The series continues in the coming weeks with tips on cornering and descending.

If you've enjoyed reading this, our new fitness site BikeRadar Training might be for you. It's a free online resource for you to record and analyse all aspects of your training, log your training routes, get yourself tailored training plans, see how you're doing on our leaderboards, set goals and plan your season with a comprehensive events guide.

Bike news round-up: Le Coq Sportif TdF yellow jersey

BikeRadar UK — Thu, 24 May 2012 12:47:00 GMT

From the latest product news to details of routes and events, our news round-up is a collection of short snippets of information in one handy article.

Today we bring you news of a change in manufacturer of the four Tour de France leaders jerseys, Rapha's Sample Sale heads outside London for the first time, a unique bike-themed stand-up gig, plus news from Profile Design and Bike Blenheim Palace.

Product and team news

Le Coq Sportif reunited with Tour de France

Le Coq Sportif have a long history with the Tour de France, having being the manufacturers of the yellow jersey in the days of Anquetil, Merckx and Hinault during a period spanning almost 40 years. After more than two decades away from the event, the French firm are back for 2012, replacing Nike as the makers of all four leaders jerseys. They are made from polyester, have almost full length zippers (don't tell Stephen Roche!) and cost £60 from stores including Wiggle, Evans Cycles and Cycle Surgery.

Rapha to hold sample sale in Manchester this weekend

The first ever Rapha Sample Sale outside of London is set for Manchester this weekend (26 May). End-of-line stock, returns and one-off samples will all be up for grabs at Thomas Street Post Office (M4 1NA) from 10am-6pm. To complete the weekend, they are organizing a ride from Manchester to Nonnas Restaurant in Chesterfield, arriving in time for the climax of the Giro d’Italia. See the Rapha Facebook page for more details.

Profile Design road wheel range given UCI green light

Profile Design’s full range of road wheels has been given the thumbs up by the UCI for use in competition. The governing body’s stringent process rules out scores of products each year which don’t pass muster, but all PD’s wheels, including the Altair 52 and 80 Semi Carbon Clincher, Altair 52 and 80 Full Carbon Clincher, Altair 52 and 80 Tubular and Armada 24 have been authorized in the “non-standard” category for road and track competition. The category includes rims higher than 2.5cm, fewer than 16 spokes and a spoke thickness of over 2.4mm.

Fox demo day at Mojo Suspension

Mojo Suspension is hosting a Fox demo weekend on 2-3 June at Cwmcarn Forest Drive. They’ll be setting up shop in the bottom car park with the latest Fox gear to try out, including the new DOSS seat post and Float CTD shocks. Staff will be there between 9am and 5.30pm on both days to answer any questions. Demo sessions are being run on a first come, first serve basis – email ashley@mojo.co.uk to book your place.

Routes, racing and rides

Off-road sportive added to Bike Blenheim Palace line-up

A 40km mountain biking sportive has been added to this year’s Bike Blenheim Palace festival (18-19 August). The route travels along the trails with the Blenheim Palace Estate as well as the surrounding Cotswolds. The £28 ride, which takes place on the Saturday, joins the 60/100-mile sportive, a 20km time trial , a bike polo tournament and the Brompton World Championships in an ever-expanding cycling extravaganza. www.bikeblenheimpalace.com

Stand-up comic to host unique bike-themed gig this Saturday

Stand-up comic Phil Kay will lead a bike tour around Grizedale Forest this Saturday, ending up at retailer Wheelbase’s store in Staveley for a unique one-off gig. Bike nut Kay will dish out his unique brand of humour through a megaphone during the ride, which begins at 5pm at the Cafe in the Forest at Grizedale, with the gig following at 8pm. Tickets are priced at £15; click here to buy a ticket.

BikeRadar Training: Wiggle Bournemouth Sportive

BikeRadar, UK — Thu, 24 May 2012 12:40:00 GMT

It looks set to be a scorcher this Sunday for the Wiggle Bournemouth Sportive, a ride for people who want to soak up sun, sea and cycling on the south coast.

Voted as one of the top 10 sportives by Cycling Plus, it's set across the counties of Dorset, Hampshire and Wiltshire and balances quiet roads, sublime scenery and the challenge of climbs of Win Green, Bulbarrow and Milton Abbas.

There are two route options on offer; a standard 70-mile option (£24) or a more gruelling 100-mile route (£26). Entry includes showers, electronic timing, feed stations, parking, over £10 of free energy products, mechanical support, bike wash facilities and a marked route.

Century rides like this can be a tough ask for newcomers not used to all-day stints in the saddle and it could be worthwhile to check out one of our professional training plans designed to help prepare for upcoming events.

You can select plans based on your riding level and the type of events you want to improve on, whether that means sportives, time trails or road races. Our eight week plans have been exclusively designed by Koolstof Coaching and cost £9.99. The promotional code promo1 will get you 40 percent off any plan until the end of July, too.

Your plan comes with a free interactive training diary where you can enter and download all your training data, speed, GPS map data, heart rate and power readings. Also included is a 30-page booklet, A Cyclist's Guide to Riding Sportives, which will give you the inside track on the events:

Introduction to sportives
Training explained
Which bike and equipment to buy
Clothing and kit
Bike fit
Basic bicycle maintenance
How to ride in groups safely
Descending and cornering tips
Nutrition guidelines
Fuelling your ride
Why cyclists need to stretch
Event day checklist
Riding the event

Once you’ve got the training plan that's right for you, give it a go and put your new found fitness to the test by choosing an event from our calendar.

CamelBak Baja LR hydration pack review

Guy Kesteven, What Mountain Bike — Thu, 24 May 2012 12:00:00 GMT

The Baja LR isn't one of CamelBak's mountain bike packs. Instead, it was designed for Stand Up Paddling, the kayaking-meets-surﬁng craze taking California by (presumably wobbly) storm. SUP demands a close-ﬁtting, lightweight and weatherproof pack where instant access to essential gear is crucial. Pretty similar to fast, keep-the-ﬂow, technical trail rides then…

The two big chest pockets are useful for items such as gels, bars, Buffs, phones and multi-tools. Big hip pockets store more gear under Velcro-closed ﬂaps. There’s even a splashproof Neoprene stash at the back. The mesh back is great for inner tubes, a stashed jacket or extra bladder, while two tunnel pockets turn out to be perfect for pump storage. You never know when the safety whistle might come in handy and you’ll probably even ﬁnd a bike-related use for the elasticated paddle loop, too. A stash of quick-release pastries, perhaps.

The bafﬂed 2-litre lumbar reservoir keeps water weight low down, while the upwardly-routed drinks pipe is perfect for instant sipping and CamelBak’s lockable bite valve is still the best in the business by far. The sliding-buckle elastic sternum straps keep it body hugging on the steepest descents and drops, when most packs would be ﬂopping around or trying to escape over your lid. The downside is the sweaty Neoprene belt and back panels, but there’s an almost identical Ultra LR pack for runners that’s all breathable fabric.

This article was originally published in What Mountain Bike magazine, available on Apple Newsstand and Zinio.

Hope Hoops Pro 3 SP-XC3 mountain bike wheelset review

Justin Loretz, What Mountain Bike — Thu, 24 May 2012 10:00:00 GMT

This wheelset from Lancashire alloy-turners Hope Technology blends new-age wheel technology with old-fashioned, high-quality tradition. Key to this lightweight 1,423g wheelset are Hope’s own Pro 3 hubs with their unique tri-arm rotor design.

The hubs are among the lightest you’ll ﬁnd, but on the downside it means you’re stuck using Hope’s own, admittedly effective and durable, Pro-3-speciﬁc discs. The hubs use Hope’s four-pawl ratchet, 24-tooth engagement cassette body, which is both fast to pick up and loud.

Hope spec the Pro 3 with 24 Sapim spokes and brass nipples, on Stan’s ZTR Crest tubeless rims. Our test wheels have had a rough life, living outside 24/7 and being asked to deal with harsher riding than maybe they should, but they’ve needed only the most minor spoke adjustment.

This article was originally published in What Mountain Bike magazine, available on Apple Newsstand and Zinio.

Video: Smart ENVE 6.7 Clincher - First look

John Whitney in Bath, UK — Thu, 24 May 2012 10:00:00 GMT

The fruits of the partnership between ENVE and aerodynamicist Simon Smart continue to bear fruit. Last month we brought you an exclusive look at two new additions to their SES range, the time trial-specific 8.9 Tubular and the 3.4 Clincher, and today it's the turn of the 6.7 Clincher.

As with models in the Smart Enve System range, the 6.7s are developed as a complete wheelset - hence the variable rim depths (60mm on the front, 70mm at the rear) and widths (26mm/24mm). The science behind this says that having a wider and shallower front rim maximises stability across a broad section of wind angles, while having a deeper and narrower rear rim minimizes drag of the trailing edge and cuts turbulence.

Weight of the complete set is 1,415g, complete with Chris King R45 hubs and Sapim CX-Ray bladed spokes.

They are available now from UK distributor Saddleback for £2,400 per set (£1,100 front/£1,300 rear).

Boardman SLR 9.0 review

Cycling Plus — Thu, 24 May 2012 08:00:00 GMT

Boardman's new entry-level SLR model boasts a semi-compact monocoque frame and full-carbon fork with a tapered steerer that comes from the same mould as the pro-level 9.8. The 9.0 only differs in the carbon layup around the bottom bracket, as the higher spec version has increased stiffness.

Highs: The SLR delivers a no-nonsense, performance-orientated frame with a great value component package
Lows: We could hear some cable rattle on rougher roads
Buy if: You like a firm and responsive ride from a bike that craves speed

Chris Boardman believes that the most efficient way of connecting two points on a bike is with a straight line, so there's no superfluous shaping here – and tube profiles focus on performance rather than aesthetics. Internal cables run through carbon inner guides that have stainless steel elbows, to prevent abrasion.

The seatstays are flat and straight, and the box section chainstays about as deep, thick and widely set as they could be, only stepping down in size for the carbon dropouts. Boardman’s own carbon seatpost has quite a lot of setback, and supports a Fizik Arione, still one of our favourite saddles. The Ritchey cockpit is very secure, with a good ergo drop to the bar.

Even with a 53/39-tooth chainset, the SLR climbs tidily in the big ring, such is the power transfer of the frame and wheels. Mavic’s Ksyrium Equipe wheels accelerate fast, and the Vittoria Zaffiro pro tyres give decent feel and consistent grip. The SRAM Force drivetrain performs perfectly and the lower-spec brake callipers don’t lack braking power.

With no concessions to curves, the Boardman has a directness and efficiency that'll please riders wanting to press on. Over rough roads it tracks confidently, but is unapologetically firm. Bigger hits are taken care of and there's no interfering road buzz, just a very communicative frame. The handling and riding position are very balanced, the SLR a bike you can feel a part of and get involved with, building confidence quickly.

Cornering is accurate and the bike holds a line well, but is stable enough for mid corner changes to not cause palpitations. Our large machine’s 16cm head tube gives options for the racer to get a low tuck, or a less aggressive position without too many spacers. The SLR 9.0’s lower stiffness around its bottom bracket won’t concern most of us, as there’s no noticeable flex there, and it didn’t affect our enjoyment.

This article was originally published in Cycling Plus magazine, available on Apple Newsstand and Zinio.

DT Swiss and Schwalbe 2013 mountain bike products

Rob Wilmott in Biel, Switzerland — Wed, 23 May 2012 23:56:00 GMT

At their factory in Biel, Switzerland, DT Swiss have just launched an array of 2013 mountain bike products, along with tyre partners Schwalbe. Headlining the action were the new Spline hubs and 650B tyres.

With such a large range of wheels, DT Swiss have tried to simplify their naming protocols by categorising each range.

First comes application range, with the quality being shown by number of characters – one letter for the most basic, and three letters for the very best, such as Cross [Country] – XRC, XR, X; Mountain – XM, M; Enduro – EXC, EX, E; Freeride – FX/FR.

Next is Main Feature, which for MTB designates weight in grams, such as 950, 1150, 1450 and so on.

Then comes the Family, denoting hub design – Dicut, Tricon, Spline or Classic. Finally we’ve got Sub Features, such as T (tubular), C (clincher, unless there’s no tubular version available), TL (tubeless), H (hybrid) and 29 (29er). Simple.

DT Swiss pride themselves on being the only manufacturer worldwide to make every wheel component themselves. They now have production sites in the USA, Taiwan, Poland and France, with all design and testing done in Biel. Eight women hand-build the wheels in Poland because they’ve been proved to be more precise than men.

The big wheel announcement came in the form of new Spline hubs, with the name derived from Straight Pull Line. DT Swiss have made straight-pull hubs for more than 10 years, with Bontrager-badged hubs helping Lance Armstrong to seven Tour de France wins. They’re now using their own name, though.

The M1700 Spline 650B rear wheel with Thru Axle

The mountain bike versions have already been used by pro riders at World Cup events this year. They’re the basis for three cross-country wheelsets in 26in or 29in, and one mountain wheelset in 26in or 650B.

The Spline M1700 is the only 650B tubular wheelset on the market, and a specific fork, wheels and rims will be on sale for 2013 in Europe at least. For now it’s only available in the weighty Mountain version, but lighter models will follow. The lightest cross-country 650B wheels are exclusive to the Scott-Swisspower team until after the Olympics, and at the moment the necessary tyres are only custom-made specials. That’s likely to change too, though.

At a claimed 1555g, the Spline XR1450 29 is one of the lightest aluminium 29er wheelsets on the market. As with most DT Swiss wheels, it will be available with a quick-release or thru-axle. The company believe that quick-releases are already dead on 29ers and will soon go the same route on 26in wheels, as even cross-country riders accept the 50g or so penalty for the extra security and stiffness a 15mm thru-axle offers.

Triple Connection Tricon wheels are now fully user serviceable, with all tools and spare parts available. The rim inserts for the straight double-threaded spokes keep the rim bed lighter and airtight for tubeless tyres. The Torx nipples give the spoke tool more grip, enabling the higher spoke tension necessary. Also, all mid- to high-end rims will have new, baked-on decals for 2013. These should prove tougher and be impossible to scratch or peel off.

Clarifying that DT Swiss never bought Pace, only their fork business, the first fork debuted was the Carbon Hollow Arch XRC 100. You can trace its DNA back to a Pace design. Sporting new wiper seals and damping oil and lube developed with Swiss company Panolin, which can be mixed to tune the fork, it was also displayed in 650B configuration. DT’s remote lockout lever now has rubber and plastic inserts, to be kinder to carbon bars. And at 6mm wide it can fit anywhere on your bar without compromising the other controls. It’s only 11g and the lightest on the market, if you’re a weight weenie.

Following on from the M212 Mountain rear shock comes the X313 Cross shock. At 198g for the three-mode unit it’s impressively light. But blowing it out of the water is the X313 Carbon Cross shock, with a carbon-fibre shell and internals bringing it in at 150g. Both shocks use the same remote lever as the Twin Shot fork. Pricing for the X313 will be competitive, at about €300. The carbon will retail for more, although no prices are available yet.

Schwalbe restake their claim in the 650B market

A 650b Schwalbe Hans Dampf

Danny Hart’s World Championship-winning tyre supplier have also recoded their product designations. For 2013, Active (A) Line tyres will all offer at least 50tpi and Kevlar guards. Performance (P) Line MTB tyres will all have dual rubber compounds. Evolution (E) Line rubber will continue to offer the highest grade materials and latest technology. Tyre walls will show square icon boxes for each feature, with the tyre line letter first and the diameter shown in bold characters elsewhere.

Almost all of the products in Schwalbe’s MTB range will be available in 29in. The brand’s own rolling resistance tests, conducted over different terrains and obstacles, showed the 29ers to roll 5-6 percent faster. They also topped the table for feelings of safety, ride experience and security for the 50 riders involved, compared to 26in wheels.

Schwalbe offered 650B tyres four years ago and removed them from the catalogue last year, after limited uptake. They’re now back and available in Racing Ralph, Rocket Ron, Nobby Nic, Hans Dampf and Rapid Rob patterns and several widths.

The Rocket Ron has undergone some changes, with tougher shoulder blocks to limit tyre squirm and a reconfigured centre block that’s claimed to reduce rolling resistance by about 15 percent. Each tread block has a siped surface to increase grip, and a new sidewall finish improves sealing to make it tubeless-ready.

The Hans Dampf enduro tyre has evolved, with a Super Gravity (SG) version now on offer that claims to be as strong as a downhill tyre but as light as a freeride. It has a Snake Skin sidewall to resist cuts. Already ridden in prototype form in the World Cup downhills this season, we were assured that its weight will be 995g. Compared to a 1200-1300g downhill tyre with six carcass layers, the SG tyre has fewer layers. The sidewall stiffness fits between that of downhill and enduro tyres but with a more flexible tread than downhill rubber would usually offer.

A new rubber compound also sits between those used for downhill and cross-country to offer the proposed performance. The reinforced Kevlar bead and Snake Skin protection should help resilience, and in tubeless configuration could save about 800g over a downhill tyre and tube setup. That just happens to be where it can make the most difference.