Magazine

2012 Tour de France Preview Bob Roll Picks The Winner ROAD BIKE ACTION

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JULY 2012

• JULY 2012 • 2012 TOUR de FRANCE PREVIEW

Do or Die: Carbon Wheel Debate Rages

• Attn. retailer: Please display until July 26

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2013 Trek Domane

Comfort Without Compromise

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Trek, Specialized & BMC • Three Bold Bikes Lead the Way

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Your Dream Bike?

Inside the Handmade Bike Show 5/7/12 9:33:58 AM

Introducing Trek Domane / It’s the perfect complement to our Tour-winning Madone, purpose built to smooth the road and keep you at full power longer. Learn more at www.trekbikes.com.

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RBACONTENTS: VOLUME 6 - NUMBER 6 - JULY 2012 BIKE TESTS

DEPARTMENTS

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Zap’s Column Reflections on the NAHBS

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Letters Michael has a new best friend

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Bike Culture Sea Otter tech outtakes

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Why We Ride More schwag contests and winners

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The Project Gravel Bike Has Arrived A Specialized Crux is the perfect starting point The Battle For Your Four Grand Jamis and Focus vie over the Ultegra Di2 market

FEATURES 28

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RBA’s 2012 Tour de France Preview Here are the facts and figures for you to follow along with

126 RBA Q&A Time trial tips for one and all

Bob Roll Picks A TdF Winner Bobke looks into the peloton to pick the podium

128 Being Pro UnitedHealthcare’s Jeff Louder

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Hercules Would Be Proud The minds and designs that make up the Handmade Bike Show

130 Girl Talk RaeLynn has her own Sea Otter outtakes

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The Power of Pavé He who controls the cobbles may control your next bike purchase—here are three new bikes to prove it…

132 In The Mix Three new bikes to consider

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Specialized Wins On The New Roubaix

136 Last Shots The Spring Classics bring much to bear

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Trek’s New Domane Really Is Something Special

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BMC Brings New Shapes To The Game

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The Master Of The Cobbles Reaching out to former ParisRoubaix winner, Andrea Tafi

114 Flirting With Greatness Why Peter Sagan is destined for big things

134 On The Streets Rapha proves their TdF genius

ON THE COVER: Trek shocked the racing world with their radical new Domane, and on page 72 we headed to Belgium to give it a try.

Photo: Courtesy Trek.

ON THIS PAGE: Once the dust from the cobbles is washed away, the ParisRoubaix-specific equipment won’t be seen for another year.

Photo: Glenn Kasin.

118 The Criterium Factor Jesse Anthony shares his secrets on pack riding

TECH 106 The Explosive Debate Of Carbon Clinchers How a website warning caught our attention 120 Put A Lid On It Testing four new helmets 124 Kenda Kountach The company’s fastest rubber yet?

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WARNING: Much of the action depicted in this magazine is potentially dangerous. Virtually all of the riders seen in our photos are experienced experts or professionals.

Do not attempt to duplicate any stunts that are beyond your own capabilities. Always use discretion and wear the appropriate safety gear.

ROAD BIKE ACTION Magazine (ISSN: 1069-2649 Canada GST 12500#9266RT: CPC INT’L. PUB MAIL 40024492) JULY 2012 (Volume 6, Number 6) is published 9 issues per year by Daisy/Hi-Torque Publishing Company, Inc., with editorial offices at 25233 Anza Dr., Valencia, CA 91355.

Subscriptions $15.99 for one year (9 issues). Canada add $8 additional postage for one year. Foreign add $15 additional postage for one year. Subscriptions $28.99 for two years. Foreign subscriptions are shipped by surface mail and may take up to 15 weeks to receive. Copyright ©2012

by Daisy/Hi-Torque Publishing Company, Inc. All rights reserved. Nothing in this magazine may be reprinted in whole or in part, by any means, without the express permission of the publisher. Contributors: Photographs should be submitted in digital form on CD or DVD. Images should be 4 megapixels or higher. High-quality, low-compression JPEG images are preferred. Please limit submissions to no more than 20 photos at one time. Transparencies and prints will no longer be accepted for consideration; such images should be scanned and submitted as high-resolution digital files. Captions should accompany all submissions. Make sure the photographer’s name, address, phone number and e-mail address are clearly labeled on each CD or DVD. Submissions will not be returned. Written articles should be submitted on CD (unless other arrangements have been made with the editors), saved as “text” files, and accompanied by a printed version. Written submissions, both on paper and CD, will not be returned. The publisher does not assume responsibility for unsolicited material. PERIODICALS: Postage paid at Santa Clarita, CA 91383, and at additional mailing offices. POSTMASTER: Send address changes to Road Bike Action Magazine, P.O. 957, Valencia, CA 91380-9947. Printed in U.S.A. For Canadian returns mail to: Bleuchip International, P.O. Box 25542, London, ON N6C 6B2.

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Editor Zapata Espinoza Assistant Editors Neil Shirley, Michael White Featured Columnist Bob Roll Designers Vicky Bertrand, Tim La Paglia Photography Pat Carrigan, John Ker Contributing Photographers: Roberto Bettini, Brian Hodes Contributing Editors: Paolo Galloni, Bob Sutton, RaeLynn Milley, Dr. Jonathan Edwards, Gregor Brown European Correspondent: Tim Maloney Test Consultants: Dorothy Wong, Bari Waalk, Bob Sutton, Sean McCoy Online Editors: Tom Hinz Production Coordinator Wally Deicken Copy Editors Stephanie Sun, Cassandra Mittelberg Prelim Coordinator William Hawley IV Advertising Advertising Director: Robb Mesecher Account Executive: Derreck Bernard Account Executive: Jerome Dziechiasz Account Executive: John Barila Ad Production Coordinator: Jennifer Edmonston Account Administrator: Lisa Beckwith Hi-Torque Publications, Inc. President and Publisher Roland Hinz Associate Publisher Lila Hinz Assistant To The President Cassandra Mittelberg Assistant To The President Katharine McCoy Assistant To The President Tom Hinz Circulation Director Jeff Shoop Promotions Director Tim La Paglia Editorial and Advertising Offices 25233 Anza Drive Valencia, CA 91355 (661) 295-1910 Fax: (661) 295-1278 www.hi-torque.com Subscription Information To subscribe to Road Bike Action please visit us at www.roadbikeaction.com Or call, (800) 767-0345 (8am-5pm PST, M-F)

Any change of address or subscription problems please contact us by e-mail: michelle@hi-torque.com or call (800) 767-0345. www.roadbikeaction.com

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ZAP’SCOLUMN

Celebrating with two old pals and Mountain Bike Hall of Fame brethren: pioneer journalist Charlie Kelly (center) and back-in-the-day frame builder Chris Chance (right).

➥

On page 46 of this issue you will find my report from the eighth annual North American Handmade Bicycle Show.

This is a bike show that simply refuses to stop gaining popularity, due in no small part to the passion and vision of the show’s founder, Don Walker, as much as to the growing lore of the mind-boggling craftsmanship seen in the show aisles.

Regular readers may recall my reaction to last year’s show in Austin (RBA, June 2011), where I came away simply overwhelmed by what I witnessed inside the arena in Austin, Texas (Don picks a different host city each year to help minimize travel costs for the small builders).

Well, this year, my visit to the Sacramento Convention Center was nothing short of a déjà vu experience. I didn’t get more than 20 feet into the convention hall when I was stopped in my tracks by a beautifully crafted bike built by Mitch Pryor. And then 10 feet later, there was another, followed by another, and another. And that, in a nutshell, is the reality of attending NAHBS. And before you start shaking your head thinking that all I’m crowing about here are either old bikes or “art bikes,” you’d be wrong. Sure, steel frames outnumbered carbon, and there was no shortage of frames joined with lug construction, but there is nonetheless a nod to modernity at NAHBS that is just as impressive as anything found at one of the bigger industry shows. In fact, many of these builders are small-time operations with neither an accounting nor marketing department to answer to. They are, in fact, more readily capable of pushing known technical boundaries than the big bike brands.

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Further proof of the show’s significance beyond sheer style and antiquity was perhaps most evident with the presence of the dozen or so designers and product managers from mega-brands like Specialized, Felt and Trek, who were making the rounds with cameras in hand.

And while their none-too-subtle level of documenting efforts didn’t rival the level of inter-industry espionage most often seen at the Eurobike and Interbike shows, where cadres of Asian product designers/manufacturers are famous for poring over their competitors bikes with their belt-buckle cameras, it was impressive nonetheless to see the “little guys” warrant such attention from the “big guys.” Can you say trickle up?

It’s also curious to note that two of the show’s biggest sponsors are drivetrain companies who, while far and away are more preoccupied with their list of multimillion-dollar clients, still see the significance of having a relationship with the small-time builders. Both Shimano and Gates find plenty of fertile ground for their electronic and belt-drive components respectively in what the handmade crowd is building.

Of course, all talk of technology aside, as usual, I remain most enamored by the people behind the products whose visions help the sport evolve and drive better performance. Yeah, as soft a spot as I’ve had in my heart for new technology, the ol’ ticker is downright mushy for the craftsmen who dream it all up. From Ernesto Colnago to Geoff Ringle, it’s the builders, with all their passion and creativity, who inspire me the most. This year, Rob

By Zapata Espinoza zap@roadbikeaction.com English was a real standout. His Right Side bike was a marvel of inventiveness and original thinking.

However, it was a chance encounter with an old frame-builder friend that made the show for me. Like a long-ago-disappeared family member returning to the dinner table, there stood a trim and smiling Chris Chance of Fat City Cycles fame looking at the latest incarnation of steel frames. Chris’ Fat Chance mountain bikes played a huge developmental role in the late ’80s East Coast mountain bike scene, and his Slim Chance road bikes have become valued collector items.

When I asked him what he was up to these days, he said, “Body work.”

Thinking it odd that such a noted artisan would be hammering out fenders and sanding Bondo, I countered, “Like on cars and trucks?”

“No,” he quickly corrected me, “on people.” Chris Chance, former bicycle frame builder, now human body corrector.

It was cool to see him again.

What made meeting Chris so special was that I was able to somehow pick him out of the crowd of public bike freaks.

That’s right—unlike our annual bike-industry show in Las Vegas that goes to any length to keep consumers outside our world of privilege and self-importance, NAHBS founder Don Walker has kept an open-door policy from day one. At the inaugural show, there were just under 700 people in attendance. But this year, Don was happy to report that over 8000 fans filled the hall to see over 170 exhibitors from around the globe. Fabulous!

By far the most telling sentiment of what NAHBS represents came from Tim O’Donnell of Shamrock Cycles when I asked him what the show meant to him: “I love it and I hate it,” he admitted. “I love seeing all the bikes, but I hate how humbling it is. I see how some of these guys come up with the most simple and elegant solutions to solve common problems, solutions that make such sense that I should’ve thought of them but didn’t.” That, in a nutshell, is the thought process of a custom builder.

I hope that my report from the NAHBS can somehow duplicate the level of excitement and enthusiasm that was flowing through the aisles. The 2013 show will be held in Denver, Colorado, but until then, you can also check out the handful of live-action RBA videos found on both our website and YouTube. For anyone who loves bicycles and truly appreciates the quality of something handbuilt, this is the one show you should attend. See you there. ■

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How focused are you?

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E-mail your submissions and photos to letters@roadbikeaction.com

LETTERS

POLICE STORY

Victor’s Ultegra Di2 project bike is nearing completion.

MICHAEL’S NEW BFF Thank you very much for the Ultegra Di2 jersey, bib, RBA’s 2012 Bike Buyer’s Guide and the RBA decals. They fit me perfectly. This is so kind of you to send them, and fast too. Please find a photo of me, the jersey and the Ultgra Di2 frame. I hope to finish the bike build as soon as all the components are in.

I hope to participate on a group ride, the Farmlands Flat Tour 2012 on May 5, 2012 (www.cjbc.org).

Victor “Keats” London

THE HEROES AMONG US Gregor Brown’s article, “Never Again…Until the Next Time!” about Haute Route was interesting and wellwritten. However, the photograph of the cyclist with a partial amputation of his left arm and left leg amputation was incredible and inspiring. WOW! Dave Lutz

story to be told. He deserved more than just an honorable mention.

Marty O’Horo Canadensis, Pennsylvania I think you should write about the gentleman and his bike shown on page 52 of the Haute Route article in the May 2012 issue. Wow, what an inspiration he is!

Georgena Terry We can’t tell you how much we agree with you. Unfortunately, the photo was supplied by a freelancer who didn’t have any info on the rider. However, if anyone out there has any leads as to who he is, we would be more than happy to tell the world his story. As for next month, we’ll have a story on another inspirational cyclist we recently met who also has an inspirational story to tell.

NOAH IS BACK! Love what you do, but don’t you think you had an editorial lapse by not letting us know who the “honorable guy” is on page 52 of the May 2012 issue? As a military member, my guess is he’s a disabled veteran, but I can only venture guesses. You left us hanging. The Haute Route story was unique and very informative, and I suppose it’s nice to know Alain Prost is also a cyclist who made a cameo appearance, but surely this man has a 16

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No wonder your poor riding buddy is confused and annoying—don’t “keep accelerating” when you take your pull, keep a constant pace; your power and heart rate will go up. When you can no longer maintain that constant pace, peel off and decelerate. Guys launching into their pulls and half-wheeling everyone and then cracking from the effort make for an inefficient and chaotic paceline.

Noah J. Gellner New York, New York

Do the police really hate us? While almost having completed my regular Saturday ride of 35 miles, I gave the proper arm signal for a right turn. A car in the opposing lane basically ran the stop sign and proceeded to try and beat me to the turn. After braking hard, I saw a blue-light special reflect off some church windows in front of me. After reminding myself that K-Mart is like 15 miles away, I actually had a hint of a smile cross my face and thanked god, respectfully, that, finally, there is actually some justice in the world and that the jerk is going to have his plans delayed.

But, alas, it was not to be.

No, Barney Fife was not interested in the automobile, but instead turned his sneering eye and crooked hat to me.

Yes, after asking me to stop the bike, he got out of his car and walked back to me and instructed me, “From now on, point to the road you’re turning to.” Drivers are not required to know that, nor do they care about needing to know it. While walking back to his car with the blue light still flashing, he shouted over his shoulder, “You shouldn’t even be out here, anyway.”

Randy Hubb Pennsylvania Randy, I think it’s safe to say that we all have our own experiences with Johnny Law—some good, some bad.

Coincidentally, if you saw the last issue (June 2012, page 30) with the story on Pasadena Chief of Police Phillip Sanchez, we can vouch for the fact that he is as much of a passionate bike geek as any of us. ■ Pasadena Chief of Police, Phillip Sanchez.

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BIKECULTURE

SEA OTTER OUTTAKES

With hundreds of industry booths showing off their latest wares, the Sea Otter Classic is undoubtedly America’s largest public bike show. It is also unique for being a single event that offers racing for every category and discipline imaginable. www.seaotterclassic.com

KAPPIUS EVOLUTION HUBS One of the most talked about products at the Sea Otter were the beautifully crafted Kappius hubs that rely on a unique external drive design with magenetic pawls that provide a stunning 240 points of engagement (competitors range anywhere from 18-120 points) which translates into instant acceleration. The rear hub, which uses a modified SRAM cassette, is the brainchild of Russell Kappius who says it was one hub failure too many that helped him conceive the idea. The rear hub sells for $699 ($999 per set) and both a disc compatible and single speed version are available. www.kappiuscomponents.com

LIGHTWEIGHT FERNWEG German wheel maker Lightweight was showing off two of their newest wheels, but it was the 81mm-deep Fernweg that really caught our eyes.

Weighing in at just 1355 grams per set, these hoops become much more than just time trial wheels, with a weight that matches many of the “climbing” wheels on the market. The Ferweg’s rounded profile at the nose of the rim differs from Lightweight’s traditional design of a sharp nose profile. The design is said to improve aerodynamics and crosswind handling, much like Zipp’s Firecrest wheels. www.lightweight.info 18

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We just opened the floodgates

2012 Xenith Pro. Shimano Ultegra Di2.

MSRP: $4000.

Two years ago our top-of-the-line Xenith SL, outfitted with Shimano Dura-Ace Di2 and Zipp 404’s, set a hedge fund manager back eleven grand. Last year, the Dura-Ace Di2 equipped Xenith Team ate up credit cards to the tune of nearly seven grand. So what you’re looking at here -the 2012 Jamis Xenith Pro with Shimano’s new Ultegra Di2 for just about

one third the cost of our electronically-shifted Xenith from only two years ago -- is not your everyday, run-of-the-mill dribble-down phenom. It’s a miracle. Think Noah’s ark and you get the picture. Forget trickle. This is a deluge. Order one now from your local Jamis dealer before supply slows to a, you know, trickle.

©2011 Jamis Bicycles. All rights reserved. Jamis®, Xenith® are trademarks of Jamis Bicycles registered in the U.S. and other countries.

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BIKECULTURE

MAGURA RT8 BRAKES

TRP HYDRAULIC LEVERS

FORMULA DISC BRAKES

Created in conjunction with Canadian bike manufacturer Cervelo, Magura’s RT8 hydraulic rim brakes are claimed to be the lightest and most aerodynamic ever. Specifically designed for time-trial and triathlon bikes, the aluminum RT8 calipers run with Magura’s own Royal Blood mineral oil. www.magura.com

TRP loves turning heads at Sea Otter.

Last year they did it with their unique Parabox mechanical/hydraulic brake system. This year they showed up with a complete hydraulic system using their own levers with integrated shifters for Shimano’s Di2 electronic drivetrain.

Very impressive. www.trpbrakes.com

As if any further proof was needed that disc brakes are coming to the road world, renowned mountain bike brake maker Formula showed up with a welldesigned prototype hydraulic disc brake system that was integrated with Shimano Di2. This is the production system for the 2013 Colnago C59 disc bike. www.formula-italy.com

DANNY SHANE For 2012, Danny Shane is bringing his signature tartan patterns from jerseys to a variety of new apparel products, including a line of commuter polo shirts, caps and a jacket. All three new products will feature the brand’s unique fabric blend, which includes eco-friendly bamboo white ash. www.dannyshane.com 20

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RBA PUTS TWO ON THE PODIUM When he wasn’t out chasing down new products, our own Michael White used the circuit race to score the first win of his fledgling pro career. Rounding out the Category 5 box was our ad slime, Derreck.

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BIKECULTURE IBIS MAXIMUS Always at the ready to inject some humor into the world, Ibis Cycles rolled into Sea Otter with the 1000-pound Ibis Maximus that sported 59-inch John Deere tractor wheels. www.ibismaximus.com

DUAL EYEWEAR V6 Using an innovative lens design, Dual Eyewear combines a sport sunglass with reading glasses.

A magnification area is molded into the lower inside portion of the lens, allowing you to view the screen of a phone or cycling computer with ease. The V6 from Dual retails for $49.95. www.dualeyewear.com

TURN CRANK PROTOTYPE Turn Crank is a sister company to Praxis Works chainrings, and they were showing off a carbon crank and spindle design, with a proprietary one-piece aluminum double chainring. Turn claims that the one-piece chainrings and their interface with the crankarm will greatly improve stiffness. Although the spindle they showed us used an aluminum cap for the splined interface with the driveside arm, the production spindle will be full-carbon. Expect to see production versions by Interbike. No word yet on pricing. www.turncranks.com

SPECIALIZED ’74 CONCEPT As eye-catching as this Specialized concept bike is, you won’t be seeing Tony Martin lining up on it in the Tour de France since it’s not UCI-legal. The ’74 aero road bike celebrates Specialized’s founding in 1974 and takes the aero theme to a whole new level with a Tri Shiv frame hopped up by integrating a computer into the carbon cover over the stem and hiding the Di2 battery inside the frame’s fuselage, which was first designed for a hydration system. www.specialized.com To see Road Bike Action’s exclusive video content from the 2012 Sea Otter Classic, scan here with your smart phone, or visit RBA’s YouTube channel at: www.youtube.com/watch?v=ccfdZgrSNfM 22

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Tr a i n i n g i s a l w a y s b e t t e r w h e n y o u c a n actually hear your trainer.

The cardo BK-1 is a hands-free Bluetooth® device that allows cyclists to talk among themselves. The lightweight headset can also connect to mobile, GPS and MP3 devices. To get the conversation rolling, contact your local bike dealer.

cardosystems.com

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E-mail your submissions and photos to whyweride@roadbikeaction.com

WHYWERIDE

• “Eddy Merckx calls just to tell you to stop obsessing about bikes.”

—Rich Miles • “You decide to go to the Easter sunrise service so you can be home in time to watch Paris-Roubaix at 9 a.m., followed by a ride before dinner.”

—Rich Miles And the winner is Rich Miles, not because he submitted two answers, but because that Merckx angle was classic!

Be sure to “like” us on Facebook for more chances to win RBA schwag.

DAVIS PHINNEY AT THE REDLANDS CLASSIC When we ran a Facebook update from the Redlands Classic bike race on the appearance of American cycling hero Davis Phinney, we received the following comments: • “Hero and idol. Thanks for attending, Mr. Phinney!” —Kenda Pro Cycling • “Love to see a legend still engaged.” —Dave Sheffield

If a picture is worth a thousand words, then I probably exceeded my word limit here explaining why I ride.

—Norm Jones St. Thomas, US Virgin Islands

miles a year on my road bikes. I’m trying to make up for 22 missing years. Love your magazine, by the way, and I look forward to every issue.

—Bill McNab

Why do I ride? Because I suffered three abortions, but God gave me two daughters. Because I suffered two brain strokes, and I have hemiparesis in my right arm and leg. Because I have an immune disease called antiphospholipid syndrome. Why do I ride? Because when my two daughters see me smile, they say, “We are proud of you, Mom.” Why do I ride? Because I am thankful I am alive.

—Ileana R. Jimenez Camuy, Puerto Rico

RBA FACEBOOK CONTEST:

I ride to be alone, and I ride to be with friends. I ride to escape myself, and I ride to escape others. I ride to appreciate technology and to enjoy the simple things in life.

—Ran Mayron When I was 18 years old, I was involved in a dispute with a bus while I was on my bike. I didn’t ride again until I was 40 years old. Now, at 69 years old, I am proud to say that I ride 3000 to 4000 24

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Are you fan of Road Bike Action on Facebook? If not, you’re missing out.

We offered up a pair of RBA socks and an RBA water bottle to the Facebook fan who had the best answer to the following question: You know you’re a bike geek when…

• “When your wife crashes on her bike and you check out the bike first.”

—Dan Caplan • “You tattoo the equation of motion on your leg.” —Scott Evans • “You stop random cyclists who ride past your house and fix their clicking derailleur because it annoyed the crap out of you!” —Brent Hartman • “You’re agonizing over trying to think of a good answer for this question so you can get a free pair of socks and a water bottle.” —John Webb

• “Nothing I loved more than to be up close and watch Ron [Keifel] leading Davis into a last corner and just laying the bikes hard into a corner! Those two had some serious skills, and they were wonderful men off the bikes—two true gents and legends!” —Edward Daniel • “One of my inspirations to get into bicycle racing.” —Patrick Shawn Bos Davis Phinney.

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He has been so, so close in the past, but this year it is his!

—Jack Schluckbier 1.) I ride because I enjoy it. Nothing is better than getting on the open road and cranking hard. Oh, and the exercise is good for building a lean, mean machine.

2.) Bradley Wiggins will win. He has revenge on his mind, and all the time trials will work in his favor. His form is on par and will only get better as July approaches.

—David Correia 1.) I ride for the sense of freedom I feel on the bike and for the unparalleled fitness it provides. Plus, everything looks better from a bike.

2.) Cadel Evans will repeat at the TdF. BMC is such a strong team, and Evans is hitting his stride.

—Kathryn Anderson Darryl’s a winner!

WHY WE RIDE/TOUR DE FRANCE FACEBOOK CONTEST Heading out of the Spring Classics season and into the Tour season, we asked RBA’s Facebook fans why they ride and who they thought would win the big one in July. The winner is Darryl Bustamante. And for being selected, he won an entire SRAM/Castelli riding kit.

Be sure to follow along on Facebook for your chance to win in the future.

1.) I ride to live. No, this is not a mere cliche; I have Type II diabetes, and cycling has literally saved my life. My offthe-scale blood sugar and A1C numbers have all returned to normal since I became hooked—yes, hooked—on road cycling. With a more sensible diet to go along with riding, I have also shed 15 pounds and counting. Riding has opened up a whole new way of life for me. I wish I had discovered this 30 years ago!

2.) As for a TdF winner, I called Cadel Evans last year, and he has an even better support structure this year, so he is my pick again for 2012.

—Darryl Bustamante Glendora, California 1.) I ride because it sets me free. I feel like a kid again every time I grab the handlebars. I forget I am a grown-up for however long I am cruising along, whether road or trail!

2.) Andy Schleck will win this year’s TdF. And if for any reason other than Contador is out, he is a rider on a mission and wants this one badly!

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1.) I ride for the fitness aspect, and it is the closest thing to flying as I can get.

2.) Cadel Evans is going to win Tour de France 2012. He has the momentum from last year and is a strong road racer.

—Aaron Plawke 1.) I ride to save my life, literally. My blood pressure and chemistry are terrible if I don’t ride. Plus, bicycling is as close to flying as you can get—especially here in Colorado.

2.) I think Evans will win his second tour. BMC is super strong, and the course is suited for a great time trialist.

—Alan Schenkel 1.) I ride because it’s outdoors, scenic, exhilarating, exercise, healthy, fun as heck and quiet! It is the only time I can truly think freely. The other day I was mowing the yard and was stopped at least 10 times by neighbors, kids and the wife—not a chance while I ride.

2.) Chris Horner will win the TdF. He climbs like a goat and is on a great team.

—Sean Kobylarz 1.) I ride because I love it. It’s become an addiction, and when I don’t get my fix, I start feeling twitchy.

I started riding to help lose weight.

I have lost over 100 pounds, mostly because of the riding. I also continue to ride because my father picked it up at the young age of 64. He just did over 25 miles for the first time last week, and I couldn’t be more proud of him.

2.) This year’s TdF is tailor-made for Cadel Evans because of all the TTing that will be done. Unfortunately, the early-season showing of the Schlecks does not bode well for their prospects at this year’s La Grande Boucle, and their TTing skills have not improved under the tutelage of Johan Bruyneel. ■ —Matt Carson

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THE 2012 TOUR DE FRANCE:

A MOST UNCOMMON

TOUR

By Tim Maloney

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➥

After a computer glitch last October released the race route earlier than planned, the big surprise of the 2012 Tour de France was spoiled.

The route, which was eventually revealed by Tour director, Christian Prudhomme, tries to break out of the formulaic structure of Le Tour, dictated by over a century of tradition, French geography and the three-week format.

The stats show a race made up of 20 stages covering 3479 kilometers, featuring nine new stage towns and three new mountaintop finishes. Prudhomme has added some twists, with more climbing in the first part of the Tour and more time trials, but any way you slice the baguette, Le Tour remains Le Tour, with suspense and drama until Paris.

THE PLAYERS

Photos: Bettini

With Alberto Contador absent due to his suspension for doping offenses, the 2012 Tour route favors complete riders like defending champion Cadel Evans of Team BMC and Sky’s Bradley Wiggins.

There is a total of 101 kilometers of individual time trials, the most since 2007 and more than double the amount of the 2011 race. It is these specific kilometers that many pundits expect will play the major factor in this year’s Tour.

Defending champion Evans said of the 2012 Tour route: “I’ll be going into the Tour as a defending champion, which is a new experience for me. But I like the route, and we have a good team. There are longer time trials, and they are a little bit flatter this year, so that’s a little more favorable for me.”

As for his competition, Evans singled out RadioShack-Nissan-Trek’s Schleck brothers: “With Johan Bruyneel, the Schleck brothers are in—if not the best hands—even better hands. They’re certainly going to be a force to be reckoned with and more than likely the guys to beat in July.” Johan Bruyneel’s take on the 2012 Tour remained guarded: “It’s definitely a good Tour for Evans. But, it could also be a good race for Wiggins. It all depends how they get through the mountains. It will be very difficult for a rider who’s only good at one thing to win this Tour. A pure climber who’s terrible in time trialing cannot win, and a pure time trialer who’s terrible in the mountains cannot, either. Personally, I think that if Cadel is there the entire three weeks like he was in 2011, it will be very difficult to beat him.”

Saxo Bank’s team director Bjarne Riis echoed Bruyneel’s view of the 2012 Tour saying, “It’s a good course for Cadel Evans. The biggest reason is that there is a lot of time trialing. The climbing stages are short, but that’s not a www.roadbikeaction.com

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heads southwest toward the Pyrénées, where after two transitional stages the curtain rises on the third and final act of the 2012 Tour de France on Stage 14 from Limoux to Foix. This will be a tough scene for the Tour favorites, as the steep, irregular ascents—especially in the eastern Pyrénées—often upset the Tour’s status quo. After a sprinter’s day on Stage 15 and a rest day in Pau, the next two stages in the western Pyrénées should be decisive in the 2012 Tour, especially the final uphill finish to the Peyragudes ski station, which comes after the second climb of the Peyresourde in two days.

Once the Pyrénées are over, another transitional stage takes the riders north to the flat farmland south of Paris. This is where the final scene of the 2012 Tour de France will play out on the penultimate Stage 19, a dead-flat, super-fast, 52-kilometer, individual time trial from Bonneval to Chartres. The 2011 Tour was decided on the final ITT, and the scenario for the same outcome this year looks very promising. Sunday’s 130-kilometer Stage 20, from Rambouillet to Paris Champs-Élysées, is a mere formality, as the rider who dons the maillot jaune on Saturday evening in Chartres will be all but coronated winner of the Tour de France.

THE PODIUM IN PARIS

problem. You don’t need long, long stages. Sometimes that’s OK, but not always. Shorter stages can be very exciting too.”

BREAKING IT ALL DOWN The three weeks of the Tour de France are little different from a play with three main acts. The opening act of Le Tour kicks off in Liège, Belgium, and the “Grand Depart” has three stages in Belgium before zig-zagging across northern France as the riders head to the Vosges Mountains of eastern France for the first mountaintop finish at La Planche des Belles Filles ski station. The Tour’s first selection is inevitable on the steep slopes to the stage finish, with the final moments of the first act of the 2012 Tour being played out on the hilly Stage 30

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9’s 38-kilometer individual time trial from Arc-et-Senans to Besançon.

After the Tour’s first rest day, the second act of Le Tour 2012 opens with three days of tough climbing. The first is in the southern Jura Mountains, with the difficult ascent of the Col du Grand Colombier. Then one Alpine stage on Stage 11, a short hard stage with three passes, including the new mountaintop finish to La Toussuire Les Sybelles, where the major drama for Tour supremacy should play out on the final ascent. The next day on Stage 12, there are two tough Alpine climbs at the beginning of the stage and a tough final 30 kilometers, which could bring an appropriate horror show ending to a stage held on Friday the 13th.

Once the Alps are over, the Tour

Who will stand atop the podium in Paris on Sunday, July 22nd, wearing the maillot jaune? Undoubtedly, 2011 Tour de France winner Cadel Evans is the de facto favorite. The 35-year-old former mountain biker, who was the first rider from the Land Down Under to win Le Tour, has had a quiet buildup to his Tour defense, but his win in the Critérium International in April has the Aussie on the right track. The real question for Evans is not his riding, but his lack of team support. Instead of beefing up the team for Cadel in the off-season, BMC broke the bank hiring mega-star classics riders Philippe Gilbert and Thor Hushovd, neither of whom has delivered so far in 2012, and neither of whom will be much help to Evans in the mountain stages of the 2012 Tour.

BMC newcomer Steve Cummings has been injured much of 2012, and Cadel’s support from Amaël Moinard, Marco Pinotti, Mauro Santambrogio, Mathias Frank and young American Tejay van Garderen are riders who can climb well enough to support Evans in the high mountains, where once again his GC rivals will try to isolate him.

Evans was able to get away with this last year, but his key rivals will look to take advantage of the BMC rider as they

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Cadel will enter the Tour as race favorite, and rightfully so. The defending champion has already shown his form this year by winning the Criterium International.

did on the Galibier stage in 2011.

RadioShack-Nissan-Trek will enter the 2012 Tour with a stacked deck. Led by 2010 Tour de France winner Andy Schleck, who is still seeking his first official Tour win (his 2010 Tour title came after Alberto Contador’s disqualification).

Supported by his brother, Frank, and 40-year-old American Chris Horner, Andy has a chance to win the 2012 Tour.

But, the amount of time trialing could be his undoing, and just how the headstrong younger Schleck will bond with his new boss, Bruyneel, remains to be seen. Andy is known to follow his own direction and not take scientific training seriously, and if he fails to follow Bruyneel’s direction to the letter, RadioShack could be looking at a big disappointment in July.

Team Sky has a true Tour contender in Bradley Wiggins, but his Sky team will also have World Champion Mark Cavendish for support in the sprints, which could muddle the focus of the UK squad, as they’ll need to put 100 percent effort behind “Wiggo” if they plan to see him on the podium in Paris.

But, so far Wiggins has had an inconsistent track record at the Tour and will probably go off the rails at some point in the 2012 Tour. Despite the hype, his best hope is to make the podium.

Having already twice made the Tour podium (second place in 2010 and third in 2008), as well as winning the 2009 Giro d’Italia and the Vuelta a España twice, Denis Menchov is obviously a complete rider who knows how to win a Grand Tour. After a disastrous year with Geox in 2011, Menchov moved to the

Bradley Wiggins' (red) track record at the Tour might not be the best, but he’s currently riding at the highest level of his career. www.roadbikeaction.com

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Argos-Shimano’s young German speedster, Marcel Kittel, Garmin–Barracuda’s Tyler Farrar and Liquigas–Cannondale’s Peter Sagan, who will be making his Tour debut. ■

2012 TOUR DE FRANCE STAGES Prologue: Saturday, June 30, Liège-Liège 6.1 km The flat, fast and twisting sixkilometer route through the center of Liège is for the prologue specialists, like RadioShack’s Fabian Cancellara and Sky’s Brad Wiggins, who will hope to make their mark, as will local lad Philippe Gilbert of Team BMC. Stage 1: Sunday, July 1, Liège-Seraing 198 km The first road stage of the Tour is always a nervous day. This hilly stage, which winds south of Liège through the Ardennes, briefly crosses into France and then heads north for the finish in Seraing, atop of a 2.5-kilometer ascent

tailor-made for riders like Gilbert and Sky’s Boasson Hagen.

Stage 2: Monday, July 2, Visé-Tournai 207 km Monday’s stage heads west across Belgium on rolling to flat terrain and should give sprinters like Sky’s World Champion Mark Cavendish and Liquigas-Cannondale’s Peter Sagan their last chance to strike gold in Belgium.

Stage 3: Tuesday, July 3, OrchiesBoulogne-sur-Mer 197 km Orchies is the site of the legendary Paris-Roubaix pavé stretch Chemin des Abattoirs. This nervous stage will head west from Orchies to the finish in Boulogne-sur-Mer on the English Channel via the Monts du Boulonnais (five steep coastal hills), with a final 700-meter uphill finish.

Stage 4: Wednesday, July 4, AbbevilleRouen 214 km

A Schleck victory rests in the hands of one man—Johan Bruyneel.

Russian-backed Katusha outfit this season and should be considered a dark horse for a Tour win. His team support is uncertain, but the Russian is a qualified “hard man” who knows how to suffer. In the 2008 Tour, Menchov beat Evans in the final 53-kilometer TT, while in the 2010 Tour’s final TT of over 52 kilometers, Menchov beat Andy Schleck by 2 minutes, 23 seconds, a scenario that could win him this year’s Tour.

Lotto’s Jurgen Van Den Broeck could be another dark horse contender at this year’s Tour. The big Belgian is strong on the climbs, but all the time trials will probably prove to be his undoing.

After Europcar’s Thomas Voeckler’s maillot jaune tenure in 2011, look for more bright moments from French riders, like last year’s winner of the Best Young Rider classification, Pierre Rolland, and climbers Thibaut Pinot and Alexandre Geniez. But looking for the first French Tour winner in 27 years is not in the cards for 2012.

Tour de France finish sprints are always exciting, and 2012 should be enlivened as ever by World Champion Mark Cavendish, who will be using the Tour as a final warmup for his planned Olympic victory in front of the home crowd in London. The “Manx Missile” will face a four-way battle for stage wins with a trio of fast men: 32

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After already having amassed 20 Tour de France stage wins in his career, Cavendish will be looking for a second consecutive Green jersey to add to his Rainbow jersey.

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Europcar was one of the most successful teams in last year’s Tour, but it wasn’t only Thomas Voeckler’s 10-day stint in Yellow that was the highlight. Twenty-five-year old Pierre Rolland (left) made a name for himself by winning Stage 19 atop Alpe d’ Huez en route to claiming the White Young Rider jersey and 10th overall.

Another nervous and likely crash-filled stage heads south along the Picardy coast to finish in Rouen, the capital of Normandy. Coastal crosswinds could shatter the peloton. Although this stage may be another one for the sprinters, a small break could get away on the run-in to snatch the victory from the fast men.

Stage 5: Thursday, July 5, RouenSaint-Quentin 197 km Another day for the sprinters, who should reign on the relatively flat parcours from Rouen to Saint-Quentin, which should enjoy a favorable breeze to keep speeds high.

Stage 6: Friday, July 6, Épernay-Metz 210 km Stage 6 will start and finish with champagne, as Épernay is the world capital of bubbly. The stage rolls up and up as it heads west to Metz, capital of the Lorraine region, where Lance Armstrong took the TT win in 1999. www.roadbikeaction.com

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After the first rest day of the Tour, Stages 10, 11, and 12 will be ones for the climbers. After Stage 11’s 18.5-kilometer final climb, we will be able to count the true contenders on one hand.

Sprinters should rule the roost here at the finish near the city’s Centre Pompidou.

Stage 7: Saturday, July 7, TomblaineLa Planche des Belles Filles 199 km Stage 7 offers the first serious climb of the 2012 Tour. The stage heads from Tomblaine, across the heart of the Vosges Mountains, to finish atop the 5.8-kilometer ascent to the ski station of La Planche des Belles Filles, with an average gradient of 8.5 percent and a steep final with a 20-percent wall. The La Planche des Belles Filles climb will provide the first real selection of the 2012 Tour.

Stage 8: Sunday, July 8, BelfortPorrentruy 154 km Another short and difficult medium mountain stage from Belfort loops through the Jura Mountains in France 34

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and Switzerland to the finish in Porrentruy, just inside the Swiss border. It’ll be a day for attacking riders to put the pressure on over ascents like the Côte du Passage de la Douleur and the Col de La Croix. This final ascent, just 20 kilometers from Porrentruy, could be decisive.

Stage 9: Monday, July 9, Arc-etSenans-Besançon 38 km ITT The climbing isn’t over with this hard, hilly time test on Monday. Raced on small, twisty roads in verdant terrain south of Besançon, Stage 9 should cause a big selection for the 2012 Tour favorites.

Rest day: Tuesday, July 10, Mâcon Stage 10: Wednesday, July 11, Mâcon-Bellegarde-sur-Valserine 194 km After rest day in Burgundy wine

capital Mâcon, the Tour peloton will have another day of medium mountains. For the first time, the Tour will climb the 1501-meter Col du Grand Colombier. The 15.9-kilometer Colombier ascent and the steep slopes (average grade of 7.8 percent) have been ridden in the Critérium du Dauphiné and Tour de l’Avenir previously. The short ascent of Col de la Richemond and a screaming 20kilometer descent to Bellegardesur-Valserine should see some spectacular racing.

Stage 11: Thursday, July 12, Albertville-La Toussuire Les Sybelles 140 km Starting in Albertville, home of the 1992 Winter Olympics, Stage 11 is the first, most difficult alpine stage. It’s a short but tough stage that climbs the Col de la Madeleine, Col de la Croix de Fer and the Col du Mollard before a final 18.5-kilometer ascent toward La

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Cavendish is always a favorite for the sprints, but other rivals are sure to be American Tyler Farrar, who won Stage 3 last year, and Tour rookie Marcel Kittel.

Toussuire. There is nowhere to hide on this sawtooth profile stage, so expect further selection as the 2012 Tour favorites emerge in the Alps.

roads of the Gard and Herault regions (probably with headwind), to a sprint finish at the seaside resort of Cap d’Agde.

Stage 12: Friday, July 13, Saint-Jeande-Maurienne-Annonay 220 km Watch out for bad luck on Friday the 13th as the Tour turns southwest out of the Alps. After the stage’s early climbs of the tough Col du Grand Cucheron and across the Chartreuse Massif via the Col du Granier, the sprinter teams will chase the break that is sure to go on during the first passes across the hot countryside and all the way to the finish in Davézieux near the Rhone River Valley. But the Côte d’Ardoix climb, with 19 kilometers to race, may complicate matters for the fast men.

Stage 14: Sunday, July 15, LimouxFoix 192 km The 2012 Tour enters the Pyrénées with a new climb in the Ariège region.

After the steep Port de Lers, the difficult Mur de Péguère should be an ugly surprise for the Tour peloton.

Originally slated for the 1973 Tour, the Mur is only 3.6 kilometers long, but has an average grade of 11.8 percent with pitches up to 18 percent! Once over the wall, there’s 39 kilometers to Foix, where Kurt-Asle Arvesen took the stage win in 2008.

Stage 13: Saturday, July 14, SaintPaul-Trois-Châteaux-Le Cap d’Agde 215 km After the Alps, the Tour has a long, hot day on Quatourze Julliet, France’s national day, as the peloton slogs southwest from Saint-Paul-TroisChâteaux, across the flat-to-rolling 36

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Stage 15: Monday, July 16, Samatan-Pau 160 km This is a flat stage where sprinters may have a good shot at a prestigious stage win in Pau, which has hosted the Tour de France 64 times. Alfredo Binda was the first rider to win in Pau in 1930, while Pierrick Fédrigo was the winner when Le Tour last visited Pau in 2010.

Rest day: Tuesday, July 17, Pau Stage 16: Wednesday, July 18, PauBagnères-de-Luchon 197 km Four days before the end of the 2012 Tour, this stage and the next day’s stage will likely decide the race’s final general classification. Stage 16 is the Queen Stage of the 2012 Tour de France. On the program are the major ascents of the Col d’Aubisque (1709 meters), Col de Soulour (1474 meters), Col du Tourmalet (2115 meters), Col d’Aspin (1493 meters) and Col de Peyresourde (1559 meters) before the steep 16-kilometer descent to the finish in Bagneres de Luchon.

After a rest day, there’s always uncertainty whether the legs will show up or not. But no matter what, these Pyrénées stages will be feared by the maillot jaune and his team, who will have to defend the jersey with two hard days still ahead.

Stage 17: Thursday, July 19, Bagnères-de-Luchon-Peyragudes 144 km The final day in the Pyrénées is short and brutal, with the steep Col de

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One of the most respected cyclists in the peloton, “Big George,” will be lining up for a record-breaking 17th Tour de France, and quite possibly his last. Hincapie has ridden for three different Tour winners (Armstrong, Contador, and Evans) for a total of nine Tour wins.

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Mente, Col des Ares, Port de Bales, and finally an uphill finish via the Col de Peyresourde on a brand-new, threekilometer road to the first-time stage finish at the ski station of Peyragudes.

This stage should prove another decisive day for who wears the maillot jaune three days later in Paris.

Stage 18: Friday, July 20, BlagnacBrive-la-Gaillarde 215 km The Pyrénées are done and dusted, so the Tour peloton heads north to Blagnac for a sprinter’s stage to Brivela-Gaillarde, but the 215-kilometer distance and tired legs could let a break stay away to Brive. The last time the Tour visited Brive 14 years ago, it was Mario Cipollini who triumphed, and World Champion Mark Cavendish is hoping to follow in his footsteps.

Stage 19: Saturday, July 21, BonnevalChartres 52 km ITT After a TGV transfer from Brive, the final test of the Tour will be a flat, fast time trial across the Beauce region to Chartres. With possible hot temperatures and a strong crosswind from the west, the 2012 Tour could be decided in this final race of truth.

American Chris Horner will be a valuable weapon for RadioShack-Nissan in the mountains. If the Schlecks don’t step-up, look for Horner to pounce on any opportunity to land a podium spot come Paris.

Stage 20: Sunday, July 22, Rambouillet-Paris Champs-Élysées 130 km Starting south of Paris, where LeMond embarked on his Tour-winning ITT in 1989, the last stage heads back to Paris and the Champs-Élysées circuits, where World Champion Mark Cavendish will look to win another stage win.

TOUR DE FRANCE TEAMS

Getting two riders on the podium would be considered a success by most teams, but don’t expect Bruyneel to be pleased if Frank or Andy can’t claim the overall honors this year.

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Ag2r-La Mondiale (FRA) Argos-Shimano (NED) Astana Pro Team (KAZ) BMC Racing Team (USA) Cofidis, Le Crédit En Ligne (FRA) Euskaltel-Euskadi (ESP) FDJ-Big Mat (FRA) Garmin-Barracuda (USA) Greenedge Cycling Team (AUS) Katusha Team (RUS) Lampre-ISD (ITA) Liquigas-Cannondale (ITA) Lotto Belisol Team (BEL) Movistar Team (ESP) Omega Pharma-Quickstep (BEL) Rabobank (NED) RadioShack-Nissan-Trek (LUX) Sky Procycling (UK) Team Saxo Bank (DEN) Saur-Sojasun (FRA) Team Europcar (FRA)

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BOBKE’S TOUR DE FRANCE BREAKDOWN Bob Roll dispels some notions about that race in July Tyson got out of jail, all the journalists said he was a killer and that he would savage his next opponent, but Evander Holyfield wasn’t listening to all that. He was like, “Hey, we’re boxers, and there’s still a fight!” And look what happened, he took Tyson apart twice! The Tour de France is still a bike race that even the presumed leaders face with doubt.

Still, the Tour de France is the race that every pro rider aspires to race in for the sake of his career. It’s the one race that pays the bills, and that was a concept that was really started by Greg LeMond.

Cadel Evans became the first Australian to win the Tour de France last year, and with this year's course favoring his strengths, he may well do it again.

THE RIDERS

➥

It’s hard to be astonished about anything anymore, but it’s easy to be astonished with the Tour de France.

Each year it seems like the race just gets bigger and bigger. The anti-doping standards that have been put in place following the Team Festina doping debacle in 1998 have finally borne fruit.

It’s been painful to get here, but when the fans see the riders go by looking all hollowed out like a Christmas pig being served up for dinner, they know that they’re watching an authentic spectacle of proportions not found in any other modern sport. Even though the world’s best rider, Alberto Contador, won’t be

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there, the enthusiasm for the sport—and the Tour de France specifically—is still on the rise, and that’s the most important thing. I really think that the kind of fervor shown by the fans back in the ’50s has returned. The reverence and adulation of the riders are real, because the suffering is real, and the fans recognize that.

The Tour de France is three weeks long. The physiological aspect is as important as anything, not to mention all the other ingredients, like the media.

You can hear the media tout certain riders whom they expect to do well, but it’s still a bike race. It’s like when Mike

When you look at the overall course, with over 100 kilometers of time trialing combined with some really tough mountain stages, I think Cadel Evans has the best chance to win. Looking at the course and the kind of fitness that Cadel has been showing early season, I think even Contador would have a hard time mustering the goods to beat the Aussie. Bradley Wiggins is another guy who I’m confident can make the podium in Paris. Over the last year, he has furthered his transformation to an allaround rider with exceptional TT talent.

As for the Schleck brothers, well, let’s just say that if I was on the RadioShack team that I might work for Frank this year and wait for a Tour with less timetrialing. Unfortunately, they already announced Andy as the leader in July, but it’s never too late to switch! As much as the Tour’s drama revolves around the climbs, it’s not a climbing test; there are sprints, TTs and tactics to consider. The problem for Andy is that the Tour is a test that only the rider who has the most complete talent can think about winning. Andy’s early-season time-trial effort was nothing less than abysmal. If you give up five minutes in the time trial, there aren’t enough mountains to climb to make up that kind of time, not against guys like Wiggins and Cadel. Unfortunately, being nice and a good climber won’t get you the yellow jersey. Andy may have some momentum after last year and the media may be behind him, but Cadel doesn’t care. More often than not, it’s the best all-around rider who wins the Tour, and Cadel is the classic all-rounder.

Of all the Americans, I think Horner has a great chance. I’m sure after last year’s disastrous race, he’s just licking his chops for a top 10 finish. Christian Vande Velde has consistently ridden well

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With Omega Pharma-Quick Step’s overall hopes a little suspect, much of the pressure will be placed once again on the heroes of the Spring Classics—Boonen and Chavanel.

in July, because he’s one of those riders that never opens his account until later in the year. Tejay van Garderen has great potential, but I’m sure he’ll be pressed into service working for Cadel, which will cancel out his overall abilities.

George—of all the American riders, there is no one with more talent and race-winning savvy as George Hincapie, who will be riding his 18th Tour de France. What an amazing record. The guy is like the Cal Ripken of cycling.

Just the thought of riding the Tour that many times is mind-boggling, and the best part is the list of guys lined up behind him in Tour participations: Stuart O’Grady and Jens Voigt.

Riding in the Tour takes incredible emotional and physical endurance, and George has shown himself to be a real standout in that elite arena. I hope he gets the credit he deserves in America, because what he represents is nothing less than a pillar of American sporting accomplishments in the same vein as Jesse Owens and Muhammad Ali. The thing that’s amazing, too, is that no team he’s ever ridden for has ever sent their second-stringers. He’s made the Tour roster on some of the best teams of the last two decades. It’s not like making the grade on Liquigas, 44

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where half the Italians don’t even want to be there! George has been there to help win the race nine times—do you know how many miles on the front and in the wind he’s had to ride all these years?! America definitely needs to give it up for George!

THE TEAMS Leading into the Tour, some teams are doing well while others seem in total disarray. Still, timing is everything, and as much as Omega-Pharma has been crushing it in the early-season races, the Tour is a different beast altogether. If you look at a race like the Tour of the Mediterranean, out of 200 riders, about half of them are soft pedaling, and out of the 100 that are pedaling, only about 10 of those guys are really focused on doing well. But, if you compare that with the Tour, every single guy in that race is peaking and trying to make a career-defining statement. Whatever exploits a rider enjoyed earlier in the season are old news by July. July is crunch time, baby, and it’s the one race when all the riders come to the fore.

One crazy thing about the Tour is that as much talk as there is each year about all the teams, when you look at

how many teams are actually winning stages, it’s not that many. When Mark Cavendish wins five stages and Tony Martin wins a couple, you’re only left with a handful of opportunities to pull one out. Last year, Garmin had four wins, HTC had seven, and BMC won a stage and the overall. The teams know full well what a Tour stage win brings with it. All of the teams will chase a stage win with pure desperation, because they know what the impact on the purse strings it will be. If a team like Rabobank can win a stage, that gets them their budget for the year.

And although Johnny Hoogerland didn’t win a stage last year, getting taken out by the TV car got his Vaconsoleil team a lot of exposure—the Tour can be a cruel taskmaster!

This is all the fabric of bike racing, where the meager pickings for unsuccessful teams are so plentiful. No other athlete will face such failure and disappointment. There’s so much losing to deal with in cycling, but when you do win, there’s nothing else like that feeling in the whole world. The worst baseball team in the league will still win at least 30 games in a season. If you can manage to win 30 races in a year, you’re Eddy Merckx! ■

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HERCULES WOULD

BE PROUD The 8th annual North American Handmade Bicycle Show was once again overflowing with passion, talent, vision and humor…kind of like how the rest of the world should be

By Zap

➥

It was in a mid-aisle conversation with world-renowned wheel man Rik Hjertberg that the very essence of the North American Handmade Bicycle Show finally crystallized for me. Or did it? Rik was telling me how a reporter sent to cover the show for the Sacramento Bee newspaper walked up to him and asked in the most enlightenment-seeking tone, “What is this?”

Curiously, it seemed like the most vexing and obvious question at the same time.

Rik had his own answer: “There are all these frames with the builder’s names on them, but the show is not just a ‘me’ thing; it’s a confluence of art, technology, history and passion.”

Ah yes, the ol’ “P” word. Passion is probably the most oft-repeated theme when conversing about the NAHBS show and what it all means. And without a doubt, there is no shortage of passion to be found within the aisles of the ever-growing show.

Long-time frame builder Don Walker was certainly onto something a decade ago when he first envisioned a gathering of like-minded craftsmen for the purpose of showcasing the centuries-old talent of joining tubes into this wonderfully simple and fantastic creation known as the bicycle. That first gathering in Houston, Texas, attracted 23 exhibitors and 700 attendees.

Seven years later, the North American Handmade Bicycle Show has not only become the darling of the industry, but an outright sensation with ardent cycling fans the world over.

For many (bike industry) people in attendance, the ascension of the NAHBS can best be understood in terms of Greek mythology. To them, Don’s efforts are not unlike Hercules’ fifth labor, where he singlehandedly re-directed the waters of the Alpheus and Peneus rivers to cleanse the Augean stables. What Don has done with the NAHBS is to cleanse and replenish the bike industry with the resurrecting, hype-free and passion-filled waters that emanate from every small frame builder’s workshop around the globe. OK, maybe that’s a stretch, but to read one of the show’s mission statements, “The show facilitates and encourages personal conversations between builders and customers, rather than being a showy trade show with enormous booths and neon graphics,” is to get a sense of just what the prevailing mood of the show is all about.

“The North American Handmade Bicycle Show is about the beautiful bicycles made by people who dedicate countless hours poring over the details of every bike they put their name on.”

From those humble beginnings in 2005, the show has grown to include over 170 exhibitors with over 8000 people filing through the gates in three days this year. It’s a funny thing how a show dedicated to such an old art form can simultaneously represent the future to so many people. The North American Handmade Bicycle Show is all that, and more. ■ www.2012.handmadebicycleshow.com

To see Road Bike Action’s exclusive video content from the 2012 NAHBS, scan here with your Smart Phone, or go to RBA’s YouTube channel at: http://qrs.ly/bf1twiu

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Rob English stole the show with a collection of bikes that weighed heavily on innovation and ingenuity. Besides his impressive TT and Project Light bikes (a sub-11 pound carbon/steel racer), he was most proud of his Project Right bike that omitted both the left side fork blade and chainstay. The wild creation used a Gates belt drive system and was chock full of imported carbon. When the Oregon-based frame builder isn’t in his shop, he’s a state champ road racer and also works for Bike Friday. Impressive.

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ROB ENGLISH A vexing combination of performance and innovation

Chris Bishop scored a NAHBS trifecta with his city bike that won awards for Best Lugged Frame, Best Fillet Frame and Best Steel Construction.

“Maybe it’s because I am a racer at heart, but I really have no interest in building lugged bikes with the replica ’70s look. I think lugs add too many constraints in what you can do with tube shapes and angles, whereas with TIGand fillet-welded frames you can do anything you want. I mean, if one of my bikes looks pretty, that’s great, but that’s not what I’m worried about. I know that everything has already been done. For me, the challenge is to hopefully be able to add a twist with my own interpretation that will stand apart from the cookie-cutter carbon bikes that come out of Asia. I mean, there’s a heap of bikes out there that are derived from somebody just picking a bike out of the Taiwan sourcebook and then putting their sticker on the downtube. I like this process where a person can actually call up the person who built their bike and talk about it with them. For me, it’s the customer that gets me in the shop each day. The Project Right bike was a real design challenge, and I’m not sure if I’d do that one again. Of course, being a racer, I also have a need to design and build better race bikes, and that’s the problem-solving part of the job that I really enjoy.” www.englishcycles.com

CHRIS BISHOP Part dreamweaver, part dreamcatcher “I see what I do as following in the tradition of the real French construction style, with the generator-driven lights, shellacked bar tape, internal cable routing and the fenders built into the frame. Frames like this take time, but when you’re dealing with some of the manacled maniacs that like bikes like Erik Estlund, the owner/operator of Winter Bicycles, obviously understands what the purest definition of beautiful is. www.winterbicycles.com

this, it’s worth the effort. Most of the cost is derived from just drawing information out from the customer. This bike, for instance, went to a guy who sent me more e-mails than all my 2010 customers combined! For a lot of these guys, we’re building them their dream bike, so they tend to throw everything at it, and sometimes it doesn’t, or shouldn’t, work out the way they want.

I mean, you want to make their dreams come true, but there are a lot things that they don’t know about, and that’s where they need to let go and give the builder their due. At the end of the day— whether it’s the customer or me—it all comes down to having a deep passion for building cool bikes.” www.bishopbikes.com www.roadbikeaction.com

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Like so many other builders at the NAHBS, John Slawta is a oneman show who designs, builds and paints his frames out of a homebased workshop.

JOHN SLAWTA Where John Belushi meets Andy Hampsten “I built my first tandem in a backyard tool shed of my parents’ house when I was 22 years old. The only tools I had were a vise, some string, a hacksaw and some steel tubes. I kept at it and got better, and when I built a bike for a friend and he showed it to the guys on the Raleigh team [Thurlow Rogers, Andy Hampsten, Roy Knickman] back in 1986, I guess they liked what they saw and came by to see if I could build 50

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them some bikes too. I was building one bike every two weeks, but they needed seven bikes in the same amount of time, and that’s when I started thinking about a production process. I had to paint fake lugs on the bikes to make them look like the Vitus frames they were supposed to be riding. They liked the bikes and asked me to build them some personal bikes as well. Three years later, Andy asked me to build him a bike when he was riding for 7-Eleven. I remember I got a phone call from someone who asked if I knew that my bike had just won the Giro d’Italia; I didn’t even know what

that meant! I guess I’m most famous for my steel bikes, but I really enjoy working with carbon fiber now, because the design possibilities are really limitless. Although I have some strong ideas about what makes a good bike, my aim is to build what people want, because after all, it’s their bike, not mine. I used to build about 225 steel bikes a year, but now I build about 100. I now have a small workshop in Oregon where I still do everything myself, including the paint. I like being alone, because I know what I need to get done, and no one is there to mess with the CD player!” www.landsharkbicycles.com

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There were over 1001 stories to tell from inside the NAHBS show. Take Mark Kargol’s, for instance. He only had one bike on display, because his beautiful rendition of a titanium-lugged carbon bike was the first and only frame he ever built. In real life, Mark is a full-time fireman in Nebraska and part-time frame painter who now yearns to be a full-time frame builder. When asked what inspired him to start his Ventus bike line, he replied, “I grew up riding RAGBRAI, and this would be my perfect RAGBRAI bike, with consistent handling and an all-day-comfortable ride.” www.ventuscustoms.com

When he’s not taking his time getting us a pair of his highly anticipated MadFiber clincher wheels, Rik Hjertberg is the importer of the beautifully crafted, wooden Ghisallo wheels which are handmade in Italy by a father and son team. They are truly unique and truly old-school. Available for both clincher and tubular wheels for $185. www.wheelfanatyk.blogspot.com Longtime east coast builder Richard Sachs is regularly lionized for his cyclocross bikes which have been winning National titles for years. At this year’s Handmade show he also brought along some of his elegant road bikes to contrast and compare. www.richardsachs.com

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MAURICIO REBOLLEDO For some, it’s a cultural thing too “I first started building bikes for myself in 2006 after a stint working at Sycip. I’m really attracted to the lugged steel bikes of the ’50s and ’60s, and that’s what I concentrate on building.

I was both flattered and surprised that my bike won the Best Track Bike award, mostly because it was a frame I built in 2006, and as I look at it now, I can see things that I not only do differently but better now. Beyond loving to ride and build bikes, one of the things that gets me in the shop each day is the fact that I come from a South American family with roots in Colombia, and despite that being a complicated place, it has a really rich history in cycling. And with each bike I build, my hope is that I’m able to change the narrative of Colombia just a little. The essence of my bikes is to be functional. I made one bike with stainless steel dropouts once, and I decided never to do it again. Yeah, it was shiny, but all it really did was add cost and labor to the build. There is a place for jewelry, and I appreciate the amount of work that’s put into some of these frames, but I don’t want people to look at my bikes and not want to ride them because they’re too pretty. I want my customers to be smitten with what I build, but also feel free to take it out on a rainy day.” www.rebolledocycles.com

DARREN BAUM Thunder from Down Under “I was brought up in a workshop and started out as an arrogant 16-year-old that thought I could build bikes, and that’s what I’ve been doing for almost 25 years now. I wasn’t real serious about the business until I got hit by a car out riding one day, and in the time it took to recover, I studied mechanics and aircraft maintenance engineering. I started selling frames in my mid-20s, and I build all styles of bikes. We Aussies have a real DIY [do-it-yourself] culture, so I have six people who work for me, and we do everything from start to finish—from butting the tubes to the paint.” www.baumcycles.com 54

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Curtis Odom shows off his handiwork.

Coupled with the handmade Brooks leather goods, the beautiful lug work of the SixEleven bike creates the quintessential “oldschool” look favored by many at the handmade show. www.sixelevenbicycleco.com

CURTIS ODOM The new artisan on the block In a show where nary a minor detail in design is overlooked, this one-piece fork crown/brake-cable stop on the Peacock Groove ’cross bike was a real standout. www.peacockgroove.com 56

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“I’ve always been a cyclist for as long as I can remember. A long time ago I was a Cat 1 racer, and I also worked for Quintana Roo, but then I spent the last 15 years in the corporate world. That all ended last year; it all disappeared. As I sat there wondering what I was going to do with my life, I had a vision;

I needed to create something pretty. My first idea was to reproduce artwork of classic bike parts. But then I thought, why not build the parts? As I thought about what that could mean, I made the decision to bring something to the market that didn’t exist. So, I started making these hubs. I designed them, and I have a friend with a machine shop in Mexico that makes them. When I first started making them, I wondered, what if nobody wants these? But then I realized that if it didn’t work out, at least I would have some cool hubs on my bike!”

Masi Evoluzione is the official frame of Monster Media Racing

2012 Evoluzione Dura Ace

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ROLAND YIPSAN And now for something really different “There were two things that motivated me to build this bike. The first was the stories my dad used to tell me about all the café racer bikes he saw in England in the ’50s and ’60s. At the time, I was about 12 years old and just starting to ride bicycles. In Hong Kong, where we lived, there was a big push for these Schwinn Stingray knock-off bikes, and for some reason those bikes had really long cranks—that was when I first learned about not pedaling through corners! I know a lot of exhibitors don’t like building bikes just for the show, and I get that, but this year I wanted to have some fun. I understand the focus on art with some bikes, but you don’t ride a lug, you ride the whole bike, and it has to be logical and functional. Also, I think sometimes we should go outside the specific culture of cycling and do something just for fun. I hope by building it, it also shows a strength of mine, which is 58

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to not be a niche builder. The experience of building different types of bikes has a crossbreeding effect, which is invaluable for a frame builder. Now that I’m starting to build road bikes with disc brakes, I’m able to draw on my knowledge of tube technology that I use to build mountain bikes. Of course, as a Former NAHBS award winner, Signal Bicycles, is another small frame shop out of Eugene, Oregon that specializes in steel frames— your choice between lugged or fillet brazed construction. www.signalcycles.com

trained fit specialist, for me, nothing is more important in building a custom bike than the fit. For every bike I build, I try to get photos or videos of the customer on a bike; trying to imagine the rider’s contact points over the phone is useless.” www.yipsanbicycles.com

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A few years ago most people probably snickered at the thought of a bicycle made with bamboo tubes. Well, what Craig Calfee started continues to catch on, as Panda is another innovative bike company choosing to use the organic material (with steel lugs) as a damping agent. This Action city bike sells for $2500 complete/$1600 frame, while the Legacy road frame (with seven bamboo tubes) costs about $1000 more. www.panda bicycles.com

In a convention hall filled with name-brand bikes, it was curious to find two people who epitomize the rise to international fame with bikes named after themselves. Jim Felt (left) and Gary Fisher would probably have plenty of lessons to give the up-and-comers at NAHBS. 60

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Dean has been building titanium frames in their Colorado shop for 22 years. The $3200 Animas frame stands out with its radially butted tubes using the unique Exogrid carbon technology. The $600 Exogrid fork is easily one of the coolest aftermarket forks available. www.deanbikes.com

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Besides his duties as the NAHBS promoter, Don Walker is also an accomplished frame builder. This is his retro take on a Gernsey track bike.

Typifying the boundary-busting school of thought embraced by company namesake Craig Calfee, this bamboo tandem runs with a diverse accumulation of technology. From the bamboo frame and carbon fork to titanium handlebars to the disc brakes, it’s an interesting mix, to say the least. www.calfeedesign.com 62

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“Simple, minimal, strong and elegant” is the design criteria that David Kirk relies on to build his custom bikes. The two-time NAHBS award winner calls Bozeman, Montana home and it’s obvious that he knows how to inject a sense of flair into his frame designs. www.kirkframeworks.com

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In a world dominated by custom bikes, Shamrock Cycles builder Tim O'Donnell tried something different this year by building a “spec” bike. Not only did the price drop considerably for this magnificent city bike ($5800 complete), but he also walked away with a shared award for the show’s Best City Bike. www.lugoftheirish.com

More than just beginner’s luck—Santa Barbara, California, frame builder Lyle Harlow showed up for his first-ever NAHBS event and rolled away with the shared award for Best City Bike. www.musecycles.com 64

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THE POWER

OF PAVÉ In attempting to conquer the rigors of Paris-Roubaix, the bike industry continues to prove that the influence of this one-day classic is for real

Photo: Glenn Kasin

SPECIALIZED ROUBAIX • 70 TREK DOMANE • 72 BMC GRANFONDO • 77

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➥

We all know that the Tour de France is the biggest bike race on the calendar. It is the one race that all ProTour teams and riders dream of being selected to participate in. It’s the one event on the race calendar that can make or break a career. And yet, for all its international acclaim and impact on both the sport and industry,

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the Tour de France has never inspired any race-specific technology. Sure, over the years plenty of bike brands have relied on “Le Grand Boucle” to introduce new models, but there is nothing unique about the race itself that has given rise to a specially blueprinted frame or component.

The same cannot be said about the

brutal Spring Classic of Paris-Roubaix.

First run back in 1896, over the years, its cobble-strewn course has spawned more attempts at new, race-specific technology than any other event. The solutions to better isolate the rider from the sharp edges of the Napoleonic roads ranged from the quick, simple, double-wrapped handlebar tape to the

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suspension fork. But in the end, the concept was deemed overkill and never took hold among the skinny-tire set.

WHAT’S THE ANSWER?

expensive, extreme, fully suspended bikes. However, as much as the bike makers have tried their best to come up with frame designs to help their team riders go faster through the rough stuff, unlike their mountain bike brethren who have pursued similar strategies, weight and complexity remain as welcome to road

bikes as a plate of glazed donuts are to a diabetic.

Yes, there was a brief moment in time when the road world looked to the prolific world of dirt bike suspension designs to attack Paris-Roubaix. And yes, Gilbert Duclos-Lassalle rocked the world when he won Paris-Roubaix in 1992 using a limited-travel RockShox

It is a testament to the enduring legacy of this one-day classic and, more specifically, the rough-hewn stones that make up its most dramafilled moments that the modern-day bike industry continues to obsess over it. As one bike-company engineer commented from the start of this year’s race, “Paris-Roubaix has created its own arms race for new bikes!” Of course, the big question has always been just how big of an impact any cobble-specific technology could or should have on production bikes. As it is with any bike race, the formula for success is most affected by the rider pushing the pedals. However, since gene-pool extracts from such cobble masters as Tom Boonen and Fabian Cancellara have yet to be marketed, the next best thing is the bike they win on. And no one has proven more successful at Roubaix than Specialized.

In the marketplace of cobble-inspired bike designs, they have proven most adept at bridging the compliance/ complexity gap with the static-damping design of their Zertz elastomers.

And given the popularity of the Specialized Roubaix and the resulting boon to the bike company’s bottom line—something that has not been missed by their big-league competitors—it’s obvious that there is definite market share to be gained by designing a bike influenced around the specific attributes of this single race. What we are talking about here are new frames that can deliver on two long-opposing ideals: performance and comfort. And despite the industry’s distaste of applying the word “comfort” to any of their high-end bikes, there is no escaping that the design origins of these bikes lie in a synthesis of both traditional notions of performance and the growing acceptance of increased comfort (usually meaning taller head tubes and bump-force-absorbing frames).

While those attributes can generally be represented by increased frame compliance and a higher hand position, it’s how each bike delivers the whole package—weight, geometry, handling and component choices—that speaks to its overall potential. This year, a trio of bike brands attacked the Spring Classics with new models designed with a distinct flair for the cobbled courses of Ghent-Wevelgem, the Tour of Flanders and, of course, ParisRoubaix. Here is a first look at each. www.roadbikeaction.com

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Photo: Bettini

Belgium’s Tom Boonen solidified his place as one of the greatest one-day classic riders when he won all three major cobbled classics this year.

SPECIALIZED ROUBAIX The same as before, only this time better When the history books are written, Tom Boonen’s 2012 Paris-Roubaix effort will be remembered as one of the most impressive and dominant cobble wins ever. Equally so, the same can be said about Specialized’s launch of the new Roubaix bike he won the race on. For the second consecutive year, Specialized rolled out a new model in race conditions and completely dominated the event. Last year it was Matt Goss winning Milan-San Remo on the first-time ride of the Specialized Venge.

CHRIS FILLS US IN Given the prototype nature of the bike, Specialized chose an under-theradar approach to launch the new Roubaix. We chased down Chris D’Aluisio who, as with the development of all of Specialized’s race bikes, witnessed the new Roubaix’s evolution—from grease board at Specialized HQ to the start line in Compeigne, France. As excited as Chris was about the new bike, there was much about it that he was unable to talk about. There are new patents and technologies at work that Chris said would have a 70

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bigger impact on future bikes than just this one model. The one point that Chris was adamant in making was that Tom’s bike was just a prototype and the production versions released this year will be very limited.

Chris also admitted that another reason Specialized was a little less than forthcoming on all the bike-spec info in the days leading up to the race was— you guessed it—their nervousness about the UCI rules that dictate that no bike can be raced unless it is also available to the public, or at least until it has been “launched” publicly; hence the hurried soft launch of the bike two days before the race. It’s this rule that is partially behind many early-season (prototype) race bikes being painted black so as to avoid any detection and/ or publicity.

To the degree that Specialized is seen as an industry leader in marketing race-bred technology, perhaps the best evidence of the public’s increasing clamor for more comfort on the road can be found within the whopping 12 different models of their carbon-framed Roubaix bikes (plus two frame sets) that

range in price from $2000 to the top-ofthe-line S-Works SL3 model spec’d with Shimano’s Di2 drivetrain which sells for a cool 11 large!

ABOUT TOM’S BIKE To reflect its not-ready-for-primetime status, there is no new model designation for the bike other than “S-Works Roubaix.” This latest version shares some of the updated frame attributes of the Tarmac SL4, which is the bike Tom used to win the Tour of Flanders just one week before. Chris said that Tom had briefly considered using the new Roubaix frame at Flanders, but ultimately felt the cobbles there didn’t require the damping attributes of the Zertz inserts.

The bike we’re talking about is Specialized’s latest incarnation of their immensely popular Roubaix bike which stands alone in the industry with its use of their proprietary elastomer Zertz inserts used in the seat stays and fork (they were originally found in the seatpost as well). For the 2012 running of Paris-Roubaix, Specialized had eight riders between their three pro teams

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Boonen’s prototype 2013 Specialized Roubaix moments before he rode it to a historic win.

While the Zertz material is the same as previously used, the new Zertz attachment design not only allows the frame to be stiffer and lighter, but also makes for significant performance enhancements.

aboard the new bike. With only a few frames at the ready, the pecking order among those lucky few chosen to ride the new frame was how close they were to riding a bike in the size that was used by Boonen or his teammate, Sylvain Chavanel. Boonen rides a 60cm frame, and Chris said that it weighs about 150 grams more than the Tarmac SL4 that Boonen used to win the Tour of Flanders.

Chris also told us that the bike had, of course, been in the works since last year, but that it wasn’t until January of

this year that they began actual testing with Boonen and the QuickStep team.

That testing consisted of both “outside” testing, as well as many hours spent indoors on the track. Admittedly, there are no cobbled velodromes to speak of, but what the indoor velodrome provides is a much-needed, controlled environment that allows for a more precise analysis of how different components work.

“The days when we would rely solely on rider feedback are over,” Chris says. “The track gives us a level of

quantifiable test data that you can’t get in the field. One of the goals was to get some real power numbers to contrast time savings on the pavement versus the cobbles. We would have Tom try a standard box rim and small tire, and then switch to his [Zipp] 303s to compare speed and power output. We would even vary the amount of air in his tires to see what impact that would have on his performance. The idea was to mix and match equipment so that Tom could make the decision about what to use himself. We looked at everything—from Tom’s position on the bike to all the different parts on the bike.”

Eventually, though, the testing had to move outdoors, and Chris said that included real time on both European cobbles as well as “simulated” cobbles back at Specialized near San Jose, California. In the end, it all worked as planned, as Boonen was able to ride himself and his new bike into the record books. It is a curious thing to consider, though, that after all the hours and money Specialized invested leading up to the race that Boonen’s Roubaix won’t be used again this year. No, the purpose-built bike achieved everything it was meant to and will no doubt hang on a wall somewhere to bask in its deserved glory, knowing that the real race that it inspired—the race at the dealer floors—has only just begun. www.roadbikeaction.com

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Unfortunately for Fabian Cancellara, he and his Trek Domane crashed out of the 2012 Tour of Flanders.

TREK DOMANE Where the radical and sensible collide Engineering a more compliant bike to better handle the brutal conditions of Paris-Roubaix—and, to a lesser extent, the Tour of Flanders—has been on Trek’s R&D whiteboard for years. Back in 2004, they famously introduced their one-off SPA (Suspension Performance Advantage) bikes for the Discovery team, which, one year later, George Hincapie used to finish third overall at Paris-Roubaix.

Fast-forward to 2010 when word got out that Fabian Cancellara was seen riding the cobbles on a Madone with strain gauges fitted in the frame so Trek engineers could quantify the bump’s effects on each part of the bike as well as the rider. “I want to be smoother over the cobbles, but I don’t want to give up 72

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anything,” was Cancellara’s straightforward demand. Astutely, Trek realized it was going to take more than just an update to the Madone—they needed a whole new bike—and thus the new Domane, which takes its name from the old Latin (pronounced “Domani”) word that is translated to mean “king’s cross” or “full gas,” according to Fabian Cancellara. A Swiss rider developing an American bike made in Taiwan for a French race with a Latin name—talk about cross-cultural origins!

FIRST THINGS FIRST From speaking to Trek’s product manager, Ben Coates, the enduranceoriented Domane is intended to act as a complement to the all-around racing

Madone and shares the same proprietary OCLV frame construction process. Quite simply, the Domane is a bold new entry into the world of performance road bikes that is unlike anything else we’ve seen. There are three hallmark features of the new Domane: 1.) The most notable is what’s called “IsoSpeed De-Coupler,” which is a completely unconventional and potentially groundbreaking design. The top tube and seat tube junction on the Domane is not a molded joint; rather, the tubes are joined by a “de-coupler” that essentially acts as a pivot point, eliminating the traditionally fixed joint in order to allow greater fore-aft compliance from the seat tube, so much so that Trek claims the Domane has 100 percent more

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When Cancellara asked for a bike that would be smooth over the cobbles without sacrificing performance, Trek delivered the Domane.

With the carbon cover removed, the de-coupler’s simplicity is revealed.

The IsoSpeed fork uses rear-set dropouts to achieve the desired handling.

compliance than its nearest competitor.

Although Trek avoids using the word “suspension” to describe IsoSpeed, it is an active design; however, it does not use elastomers or anything of the sort for damping and thus doesn’t require any type of adjustment or setup. Two replaceable sealed bearings are what “unlock” the tubes’ joint, and they reside under a carbon fiber cover to keep dirt out. It is for this same reason that a rubber boot is placed between the frame and de-coupler. In all, the de-coupler, which is molded into the carbon, accounts for a mere 50 grams of weight to the claimed 1050-gram frame (56cm).

2.) The second component to the Domane’s design is “power transfer,” and, as a race-engineered bike, the Domane was designed with efficiency in mind. In comparison to the Madone, the Domane ends up being 9 percent stiffer in the head tube and 6 percent stiffer across the entire frame. Most of this increase is due to the downtube’s shaping and what we have to assume are updated layups. The Domane sticks with Trek’s BB90 bottom bracket, currently the widest bottom bracket shell being used in the industry. The wide shell allows for a massive downtube to add the necessary rigidity. The Domane also carries over the 1 1/8- to 1 1/2-inch tapered head tube used on the Madone. www.roadbikeaction.com

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Photo: Bettini

The proving grounds—if the Domane can handle these, imagine what it can do for you on your local roads.

3.) “Endurance geometry” is the third piece to the Domane’s makeup. With increased stability being a priority in its design, longer chainstays and a more relaxed head tube angle are used to lengthen the wheelbase by nearly 2cm over the Madone (size 56cm). The Domane also has a 7.8cm bottom bracket drop, a full 8mm lower than the Madone. The added stability is something that is as much a benefit to the non-racing consumers as it is to the RadioShack-Nissan-Trek pros. While these changes might not make it the ideal choice for the criterium racers wanting to pedal through the corners, that’s not exactly a market the Domane is going after, either.

THE SPECIFICS Going after the success Specialized achieved with their inaugural “endurance-style” Roubaix bike, the Domane is designed with a focus as 74

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much on its race performance over the cobbles as for the rougher roads faced by the 99 percent of cyclists who will never find their way to the Arenberg Forest section of pavé used in the race.

In explaining the bike’s unique frame design, Trek product manager Ben Coates is quick to counter any notion that the Domane is a suspension bike; instead, likening its 33–35mm seat tube deflection as an “active isolation system,” Coates says. “We’re not changing the way we measure compliance, we’re just maximizing the bike’s performance in regards to the amount of force it can absorb while maintaining a smooth ride.” Coates also added that the IsoSpeed places no weight restrictions on the bike, and although the design is serviceable, it’s intended to maintain itself for the life of the bike.

The Domane’s 6-series OCLV carbon frame is made up of nine different pieces. The head tube, top tube and

downtube are all one piece, as is the seat tube and bottom bracket. The brake bridge, the chainstays and seat stays are all individual pieces, which are joined by aluminum dropouts. The construction of the frame involves a lug-type tube integration, which uses a step joint with a longer but thinner male end of the tube compared to a traditional lug; this allows wall thickness to remain consistent between the joint and the rest of the tube to evenly spread the stress load. While the Domane shares the OCLV manufacturing process of the Madone, it doesn’t share the Wisconsin manufacturer that has historically defined the high-end OCLV carbon bikes.

A new IsoSpeed fork is designed with increased sweep and extended rake to allow for more compliance in comparison to the Madone’s fork. While the extended rake would normally slow down the handling and make steering less precise, Trek got around this by using rear-set dropouts (similar to the Cannondale Evo) to maintain the desired wheelbase while achieving additional fork compliance—all the while getting a 30 percent boost in stiffness over the Madone’s fork. Hidden eyelets on the fork and frame make adding fenders an easy task, and there’s enough room to use a 28c tire without the worry of any tire clearance issues.

In yet another industry nod to the folks at K-Edge, who have singlehandedly advanced the cause of chain catchers, Trek has added their own 3S Chainkeeper to the Domane. Although it’s a mystery as to why it has taken this long for a major brand to integrate one into their frames, the removable aluminum guide is a great idea.

Additionally, with internal cable routing practically mandated these days, the Domane, too, adheres to the revitalized trend, but with a refined routing that keeps the cables straighter in order to minimize friction, and, most important of all, makes replacing them an easier process—thank you, Trek.

For the immediate future, the Domane is available for purchase only through Trek’s Project One custom bike program, where you get to create the exact build you’re looking for, in addition to a myriad of paint options. Complete bikes start around $4600 for an Ultegra build. DuraAce, or similar builds, will run closer to $8800. Trek does their best to maintain at most a 30-day wait from the time you order your bike to the time it’s delivered.

That is a remarkable turnaround time for a custom-spec’d bike, and Trek stands head and shoulders above the industry by offering this program. The only

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After riding the Koppenberg, Hoogberg and Paterberg, it only took one stretch of cobbles to realize that IsoSpeed really works.

standard model currently available is a RadioShack team version with the DuraAce Di2 that runs just shy of $12,000.

A king’s cross for a king’s ransom!

RIDING THE DOMANE

By Neil Shirley

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Whether to ride a bike or just watch a race and eat frites, it’s never a bad thing when you get invited to the Spring Classics. For the introduction of the Domane, Trek followed a well-worn industry practice by inviting a

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group of journalists to the upper reaches of France to ride some of the cobbled sections of the Tour of Flanders. After a handful of presentations, we were given the chance to ride the Domane for two days over the cobbles. So, how does it work?

Bouncing up and down on the Domane gives the rider an immediate idea what the IsoSpeed de-coupler is all about. To say there’s a noticeable amount of fore-aft movement in the seat tube when slamming down on the saddle is an understatement. The feel of compliance was reminiscent of the short-travel suspension mountain bikes of old. While riding along on a smooth

road, there was nothing to notice in terms of seat tube movement, but upon hitting our first section of cobbles, the reaction was immediate—IsoSpeed really works! I could hit the cobbles at full speed without being thrown around on the saddle, which allowed me to keep the pressure on the pedals without the hits affecting my pedal stroke.

The difference in compliance compared to any other road bike I’ve ridden, including the Specialized Roubaix, was truly night and day.

After a couple of cobbled sectors, one thing that stood out was an imbalance between the front and rear of the bike. The rear was unbelievably plush and efficient over the roughest terrain, but the front end was noticeably harsh in comparison—even with the IsoZone RXL handlebar. With that said, I don’t think the front was necessarily any harsher than other endurance-oriented bikes I’ve ridden; it’s just much more noticeable when you’re not feeling the jolts to your backside that you would on a standard frame. On the typical less-than-smooth country road, the imbalance wasn’t nearly as extreme as what was felt on the brutal sectors of the cobbles.

Overall, frame rigidity seems to be on par with Trek’s claims of improved stiffness over their Madone. Despite it being a “de-coupled” bike, I never felt a loss of acceleration with the Domane.

For a longer-wheelbase bike, it still had good acceleration when I punched it over the many Vlaanderen climbs.

Although it didn’t have the same snappy feel as the Madone or other top race bikes, I would point to the longer wheelbase for this versus the IsoSpeed system. No doubt its benefits on rough terrain (i.e., just about any road in America) are far more valuable for the majority of riders out there who want more comfort in their performance bike.

Yes, the Domane is slightly heavier than the Madone, the longer wheelbase slows its reaction ever so slightly, and the frame is now “hinged,” but not one of those differences takes away from the bike’s real-world performance—and for most of us, that world has nothing to do with the cobblestones that originally drove its design. One key, outstanding question that remains is how the IsoSpeed parts will endure the test of time. As of our Flanders intro, there was no word on an updated Madone frame, but with some of the tweaks and improvements in stiffness made on the Domane, it’s easy to assume we’ll see some crossover technology coming the Madone’s way sometime soon…maybe by that other big race on the calendar.

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Photo: Bettini

Former World Champion, Alessandro Ballan, rode his BMC GranFondo to a third place finish at the 2012 Paris-Roubaix.

BMC GRANFONDO GF01 Swiss-style twists and turns

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BMC’s squad list for the 2012 Paris-Roubaix could best be described in one word: stacked. Not only did the team roster include two World Champions and former ParisRoubaix podium finishers in the form of Alessandro Ballan and Thor Hushovd, but keeping them company was George Hincapie who, with 17 Paris-Roubaix starts to his credit, had more cobblestone history than any other rider lined up at the start in Compiegne, France.

Last but not least was America’s pride and joy, Taylor Phinney, who is a two-

time winner of the U23 Paris-Roubaix.

With that roster of talent, there was nary a single other thing that the American team and Swiss bike brand could bring to the race. Wait, there was one more thing—a brand-new bike designed specifically for the rigors of Roubaix.

Much in the same way that BMC competitors Trek and Specialized were introducing new models intent on providing a smoother ride over the cobbles, so, too, was BMC. And to set the record straight, the GranFondo GF01 is a brand-new model for 2013.

GRAN TURISMO OF CYCLING It began life on the chalkboard at BMC headquarters 18 months prior to its launch, included testing by the bulk of BMC’s pro team and was the bike of choice for each member of BMC’s 2012 Paris-Roubaix squad. But, it is less a revelatory new bike akin to Trek’s Domane than it is an evolution of a tried-and-true platform, which is more in line with Specialized’s updated Roubaix prototype that took Tom Boonen to victory. www.roadbikeaction.com

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The BMC GranFondo doesn’t sport any elastomers like the Specialized Roubaix. Nor do any of its tubes feature a decoupler like the Trek Domane.

Instead BMC engineers modified the brand’s TCC tube shapes to get the most vertical compliance.

The bike’s “foundation” (head tube, downtube and chainstays) includes some thickly sculpted shapes.

The GranFondo’s seatstays have a subtle kink, or “bend element.”

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For their U.S. launch, BMC rolled out the GranFondo just a few days prior to the 2012 Sea Otter Classic in Monterey, California. And given that BMC’s lead project engineer, Jonas Muller, likened the GranFondo to a high-performance automobile, it seemed fitting that we’d be riding bikes in the shadow of the world famous Laguna Seca Raceway that, within a few days, would be home to Sea Otter.

“The GF01 is a new bike series from BMC, and we think of it as the gran turismo of cycling,” says Muller. “The term ‘gran turismo’ usually refers to automobiles that are full-on race cars, but are comfortable enough to be driven long distances. This bike is a race bike, but it’s for those who want to enjoy long rides without suffering. We took our ‘Tuned Compliance Concept’ one step further and added ‘Angle Compliance Technology.’ Bicycle frames always consist of triangles with straight elements. We decided to include a bend element to introduce more compliance.”

If you’re not familiar with BMC road bikes (the Swiss-based brand did win the 2011 Tour de France), then you’d be forgiven for not having heard of their TCC technology, which is also found on the current TeamMachine and RaceMachine models. In a nutshell, it’s the combination of unique tube shapes and carbon lay-ups that give BMC road bikes their specific amounts of vertical

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unique carbon lay-up and flex characteristics, intended to avoid discrepancies in ride quality between the three. The 18mm setback version comes standard, while the other two are optional. The GranFondo is available in any color of your choosing…as long as it’s their signature red-accented black carbon scheme that’s shared with all their race bikes in the catalog.

ONE BUILD FOR ONE AND ALL

Thor Hushovd (r), on his GranFondo, shadows Omega Pharma-Quick Step’s Sylvain Chavanel.

compliance and trademark silhouettes (including the low-mounted seat stays).

For the GranFondo, BMC engineers fine-tuned the TCC with new lay-ups and also developed an offshoot of TCC called “Angle Compliance,” otherwise known as the “bend element” that Muller previously mentioned.

WE THREE KINKS Whereas the Specialized Roubaix utilizes Zertz elastomer inserts to help dampen road vibrations and the Trek Domane has its IsoSpeed De-Coupler pivot point to accomplish an even greater level of rider isolation, the BMC GranFondo steers clear of such compliance additives. Instead, BMC relies on a variety of dramatic kinks, or bends, in the seat stays, chainstays and fork that are designed to deflect much more of the bump force than a straight tube with a similar lay-up ever could. And although engineers would agree that adding such a bend to a straight line inherently creates an area more susceptible to stress, BMC reps assured us that the GranFondo is no less durable than any other BMC road bike.

When comparing the GranFondo GF01 to BMC’s proven TeamMachine SLR01, Muller claimed that the former is 40 percent more vertically compliant and 30 percent stiffer. Yes, you read that right: the GranFondo is stiffer than the 80

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pure-race-bred TeamMachine. This stems from both improved carbon lay-ups as well as BMC’s “core stiffness philosophy,” which Muller explained is BMC’s belief in a solid foundation of tubes to maximize power transfer, and this includes a large head tube, a wide, boxy downtube, and tall chainstays.

Together, these elements form the basis of a chassis that is laterally and torsionally stiff, while the remaining areas do their duty as the purveyors of deflection.

Although the GranFondo will come standard with an internally wired Shimano Ultegra Di2 drivetrain, BMC wanted to give customers the freedom to swap in a mechanical system. This led to the GranFondo’s “Dual Transmission integration” (DTi) feature, which is basically a set of externallymounted cable stops and other mounts that can be easily attached and removed to suit your drivetrain preference.

The GranFondo frame features a BB86 press-fit bottom bracket, and claimed weight is 995 grams (size 54cm). The fork adds an additional 380 grams, and it features a 1 1/8- to 1 1/2inch tapered steerer. The 27.2mm seatpost is BMC’s own creation and comes in three setback options (3, 18 and 30mm) while being outfitted with its own TCC and Angle Compliance design. In fact, each seatpost features its own

The initial batch of GranFondos will be available only as complete bikes (no framesets) and in only one build option with a retail price of $6599. This build includes a Shimano Ultegra Di2 electronic drivetrain, Ultegra brakes and a compact crankset, a set of tubelessready Easton EA90RT wheels wrapped in Continental GP 4-Season tires in size 28c, an Easton EA70 handlebar and stem combination, and a Fizik Aliante saddle. The GranFondo comes in six frame sizes: 48, 51, 54, 56, 58 and 61cm. And like SRAM with their newest Red gruppo and Trek with the Domane, BMC has included a chain catcher on the GranFondo, which is mounted on the bottom bracket shell.

RIDING THE GRANFONDO GF01

By Michael White

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For the last 22 years, the bike industry has converged on the famed Laguna Seca racetrack in Monterey, California, for the Sea Otter Classic. What originally began as a dedicated mountain bike race has evolved into the nation’s largest public bicycle trade show, now with road and ’cross races added to the schedule. So when BMC decided to unveil the all-new GranFondo GF01 to the American media during the days leading up to the ’12 Otter, the timing—and location— couldn’t have been better. Monterey is a picturesque seaside town with an avid cycling community and more than its fair share of both pristine and potholestricken roads. Although it lacked the cobbled sections of Paris-Roubaix, the local roads were far more emblematic of the type of tarmac that the rest of us ride, the type that the GranFondo was designed for.

The first thing that nearly every journalist in attendance did upon receiving his demo bike was to push down on

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Photo: VeloImages

The GranFondo is adept at climbing, but its true specialty is providing a comfortable ride without sacrificing stiffness.

the saddle, trying to feel the amount of flex present in the rear triangle.

Somewhat disappointingly, there was no “aha!” moment here, as the bike felt pretty solid. It was only after our merry band of media misfits rolled out that the bike’s true colors emerged.

Having ridden BMC’s Tour de France-winning TeamMachine SLR01 along these same roads only a few months prior, I was expecting a different feel to the GranFondo, but not nearly as big a difference as what the bike actually delivered. Along the flat roads running down the Monterey coastline, the GranFondo felt stiff, lively and quite similar to the TeamMachine; it had no trouble putting down the power during the group’s long, climbing effort. As the roads began to deteriorate and the cracks, potholes and imperfections became more prevalent, the GranFondo really began to set itself apart.

Along these stretches of road, both the front and rear end of the GranFondo absorbed vibrations far better than the TeamMachine while allowing me to still maintain a fast pace with the group. In fact, the feeling was so tangible that, against my better instincts, I began seeking out the road imperfections and hitting them as if I hadn’t seen them.

While this is something I would never recommend, it definitely gave me a good understanding of the difference in vertical compliance between the GF01 and SLR01.

Soon enough, our group ride turned away from the stunning coastal scenery and headed inland toward a bevy of short, punchy climbs and constantly rolling terrain. Standing on the pedals, the GranFondo felt very nearly as stiff as the TeamMachine, its front-end stiffness being particularly impressive.

In fact, had it been fitted with the size 23c tires used on the TeamMachine instead of the spec-size 28c rubber, I would probably say with confidence that the stiffness is identical.

Despite this, while climbing some steeper hills in the saddle, I concluded that I preferred the TeamMachine on such ascents. This is chiefly because I don’t feel the GF’s added rear-end vertical compliance improved my climbing experience at such low speeds, where a crack in the road has far less impact on the bike and rider than on high-speed descents or flats.

Speaking of descents, the GranFondo’s stable platform provided superb handling traits through the high-speed twisties that line the lush mountains.

Also, its damping characteristics remove much of the shaky, fearinducing feel that accompanies many stiffer bikes when bombing down steep inclines.

No, the GranFondo doesn’t absorb road shock like a bike with active compliance parts. And no, don’t expect BMC pro riders to be taking the GranFondo to any average race. This is a purpose-driven bike for them, but a great option for the rest of us. Even with my stem slammed, the GranFondo’s taller head tube had me riding in a more upright position than I would have been on a TeamMachine. Its striking amount of vertical compliance gets the job done, and the bike remains stiff enough to satisfy anyone looking to attack a climb or take a flyer off the front without the penalty of a harsh ride.

When I asked Jonas Muller whether or not this new compliance technology would find its way to the TeamMachine, his response was immediate: “Oh, absolutely! That’s the next logical step, making sure every bike is as efficient as possible in every way.” As the old adage goes, “To finish first, you first have to finish.” And, the GranFondo should certainly help both BMC’s customers and team riders do just that. ■ www.roadbikeaction.com

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MASTER OF THE COBBLES Andrea Tafi was one of the all-time great cobbled classics riders; we rattled by to talk about his passion for ParisRoubaix and how to master the cobbles

By Steve Thomas

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There are very few cyclists who don’t dream of riding the great cobbled classics of the northern European spring. Luckily, there are many of us who have had the chance to make the pilgrimage to the windswept, barren lands of northern France to taste the grit and feel the pounding and jarring of the great cobblestones of Paris-Roubaix, arguably the greatest and toughest single-day bike race in the world.

These ancient and rough-hewn chunks of solid rock are not a place for the faint of heart. And, truth be told, many of the great champions—brave and tough as they may be—still choose to shy away from their tortures.

The names and legends of the great cobbled sectors are the cornerstones to bike-racing history. Each rocky sector of the “Hell of the North” has its own tale of woe and glory to tell, and each has its own characteristics too. Some are semi-paved and relatively smooth, while others are little more than broken tracks and are often inches deep in mud and slurry.

Doubtless we’ve all seen the TV coverage of the great race and wondered how it’s possible to ride skinny tires over such horrific terrain.

Well, it takes a whole lot of experience, grit, nerve, skill and determination to take on these baby’s-head-sized beasts, which are so much rougher and tougher than the cobbled bergs of Flanders. To get an idea, we talked to cobbled classic maestro, Italian Andrea Tafi about the race and about conquering the “l’Enfer du Nord.”

IT’S TAFI’S ROUBAIX There are many great Paris-Roubaix riders that spring to mind, but Andrea Tafi is definitely one of the men who always makes the list. On the bike his power and force were always apparent, but his grace always stood out too. It’s not often you see or hear slurred badness from this former giant of a rider.

It’s been a while since he hung up his racing wheels, but the Roubaix velodrome remains a place that he knows very well. Despite having retired, Tafi’s passion for the cobblestones of the grim north remains strong, and he now runs an agritourism business and cycling tours in his native Tuscany. There are

several rooms on the small rural complex, each named and themed after one of his great classics victories, the most grandiose of all is, of course, the ParisRoubaix suite. He can still be found thundering over the cobbles each spring when he takes part in the Paris-Roubaix Challenge, the official ASO-promoted cyclosportive event, which this year took place a week before the great race itself.

A LAST SWING In 2005, it had been predetermined that Tafi would retire after his last ParisRoubaix, and he intended to go out in a final blaze of glory. Unfortunately, it didn’t work out that way.

He seemed to have the form, but Lady Luck was not on his side on that final, fated day of his illustrious racing career. “I focused for six months on that race and was in really good shape,” recalls Tafi. “But, after dinner the night before, I did not feel good.

My throat was sore and swollen.

I called my wife to say I was not good.

I woke at 4 a.m. and was burning up, and the next day it was just too much to ask of my legs. I was really disappointed.”

THE BROKEN BODY The rugged path to Roubaix started many years ago when a young Tafi signed on for Gianni Savio’s Selle Italia team. “I had seen great victories from Moser in the race and really wanted to see it for myself. It was 1990 and I finished 47th on a standard bike. I was really pleased, especially as I rode well on the cobbles. But the next day it was like my whole body was broken. I had gripped the bars too tight. I realized then that this race is very much about learning and experience.”

The race was taken deeply to heart

by Tafi. “I thought, this is my race, but I knew it would take time to learn and progress. Sure enough, winning Flanders and other races was great, but not like Roubaix.” As time moved on, his performance in the race improved. Then, in 1995, came the allconquering Mapei clean sweep of the podium. “At Mapei, we always had many captains, which was good for the team; it leaves many options for

victory. It was Museeuw, Bortolami and myself away together coming into the velodrome. The finishing order had already been decided. I was happy with that, but also knew that I really wanted to win that race, and the only way to do it was to go back again and go even faster, so fast that even my teammates could not stay with me.”

And following up on that was exactly what he did. In 1999, “I knew I was in good shape, and I didn’t sleep the night before. I told my teammates to follow me. I knew that I had to take it slow to start with and had to eat plenty. I had the experience now.

Coming into Arenberg Forest, I knew I had to be at the front. It would be a good test to see if I had the legs to go for the win, and I did.”

“I knew that it would be a disaster to puncture, and I did— without any support around.

Then ahead I saw a spectator at the side of the road with a wheel. It was that wheel that saved my race. I never got to say thank you to him.”

A commanding ride saw him alone out front. “I knew that it would be a disaster to puncture, and I did—without any support around. Then ahead I saw a spectator at the side of the road with a wheel. It was that wheel that saved my race. I never got to say thank you to him.”

In regards to some great Roubaix riders he has ridden with over the years, Tafi responds: “Johan Museeuw—not only as a great classics rider, but he is also a humble and very good man off the bike too.”

And about the current crop of riders?

“Well, what can you say about Fabian Cancellara? He is pretty amazing and for sure has more wins left in his legs.

Then Tom Boonen is not far behind.

Also, George Hincapie could win if he got everything right on the day. There is also Alessandro Ballan; he has made some mistakes in the past, but I am sure he will learn and be there soon. I also think that Ivan Basso is capable of winning the race if he focused more on it.” www.roadbikeaction.com

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THE BIKE TO FINISH “I think a standard road bike is the best choice for Roubaix, as most of the race is not on cobbles, so you need to focus on the overall ride.

Extra padding on the bars is necessary, for sure, but I don’t think the suspension and other stuff that riders have used at times is worth the compromise.

“As for frame material, I think that carbon is perfect and by far the best for comfort on such roads. If the conditions are wet, then a bike with a slightly longer wheelbase is a good idea, as it provides more stability and allows you to push and pull on the bars and pedals easier.

“For me, I believe that normal, regular-spoked wheels are also wise.

They are strong and are less likely to break, but also give a little on the cobbles, which helps reduce impact and puncture danger.

“For tires, I would normally use a little wider than normal tubular, usually 25/26mm wide. The exact choice of tires would depend on conditions on the day. Some riders have changed bikes and wheels after the initial road sectors, but that’s always a risky thing to do, so I generally prefer to play it safe and use the same tires and wheels right through.

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“Paris-Roubaix is a very long race, so you need to be smart with your gear choices. For the first part of the route, it pays to use regular gears and conserve energy, but when you hit the cobbled sections, it’s a different matter. It usually pays to ride a slightly bigger gear on the cobbles— to power across them—but, of course, you need to keep your pedalling action smooth, especially if it’s wet.

Too big a gear can cause your wheel to slip or force you off your line.”

BE PREPARED “Experience is a big factor in riding well on the cobbles and in the race. It took me a long time to learn how to conserve my energy and stay refueled. After my first Paris-Roubaix, I really set about learning how to master the cobbles. My whole body was so beaten up as I’d grip the bars too hard and my upper body was too tense. It takes time and confidence, but you must stay relaxed.

“With so many cobbles and such tension, it’s also easy to neglect nutrition, and it’s a long and tough ride. You must eat a lot, right from the start, especially during longer spells between cobbles. It’s also very important to change your drink bottle regularly, or at least keep it clean—the dirt can easily make you sick.”

UP FRONT, OF COURSE “First of all, you need to be calm and relaxed; otherwise, you can easily make mistakes. There is always a lot of tension in the race, and getting to the first section of cobbles is almost like getting to the finish line itself—there is even a lot of tension in the sportive versions.

“You must also be near to the front of the peloton to avoid crashes and to be better positioned if you puncture or have problems, which is almost inevitable on the cobbles, especially if it’s wet. For the citizen race, staying safe is important, so you should avoid visibly nervous or shaky riders, and always leave a little room for error on their part.

“You should be fully aware of the riders around you and of the conditions—not all sectors are the same.

Look for the smoothest and safest path, where you are also least likely to puncture. On many smoother sections, this is the center ridge, while on very bad sectors it is often at the edge of the road. Conditions change drastically with the weather, too, so staying intact and having enough room for switching to other lines if things change or if there is a problem are important. Always try and have a clear view of the sector ahead of you, and choose your line positively.

Don’t just follow other riders—unless you figure out that they really know what they are doing.” ■

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Tafi took the 1999 ParisRoubaix victory, sharing the podium with Mapei-Quick Step teammates, Wilfried Peaters and Tom Steels.

Photo: Yuzuru Sunada www.roadbikeaction.com

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BIKETEST

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THE GRAVEL

BIKE HAS

ARRIVED

A Specialized Crux project bike helps define a new bike category that’s been around for years

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We first heard grumblings about the coming age of “gravel bikes” at last year’s North American Handmade Bike show in Texas. And then, at this year’s show in Sacramento (page 46), someone we spoke to about this project bike asked if we’d be using it to contest the Gravel Bike World Championships.

Gravel Bike World Championships?! Did we miss the UCI memo that announced a new rainbow jersey? It turns out we didn’t, because in reality the outlaw event (August 18th in Lincoln, Nebraska) is simply coining the official-sounding status for a bit of levity—until the UCI lawyers call. But clearly a new line has been drawn connecting the opposing worlds of on- and off-road cycling. Now, we know what you’re thinking: “Riding road bikes off-road—yeah, it’s called cyclocross!” And you’re right, but there’s a lot more to the gravel bike movement than just elbowing your way around a twisty track and dismounting for a set of barriers.

No, riding road bikes off-road is not a new idea—but if ever there was an industry that has proven itself capable of reinvention by constantly creating new inter-sport niches, it would be the bike industry. Road bike, adventure bike, gravel bike, ’cross bike, touring bike, dual-purpose bike—yes, it can all be a bit confusing, but, hey, at least roadies aren’t still debating what the “right” wheel size is like those knucklehead mountain bikers are!

DIFFERENT VARIETY OF THE SAME THING? What’s a so-called “gravel bike,” you ask? Well, a better term for it might actually be an adventure or dualpurpose bike. It’s a bike that can be ridden on the road without giving up much in the way of efficiency, but when you veer off the pavement to explore that fire road you’ve always been curious about, you have the means to do so without worrying about holes on the gravel-strewn washboard that would normally eat a 23c tire. The two biggest priorities in a gravel bike are adequate tire clearance for at least a 28c tire and a longer wheelbase than what’s found on a typical race bike. After that, it’s up to the eye of the beholder to find their ideal setup.

There are a handful of endurance geometry bikes on the market that could easily be made gravel-worthy with the addition of wider tires. We wanted a bit bigger of a project, so we dusted off a Specialized Crux Comp Disc Apex cyclocross bike that had been hanging in the back room since December, the last time we raced ’cross on it. The frame had most of the elements we were looking for in our gravel bike, and with a little work, it would be equally efficient on both pavement and gravel.

THE FRAME Specialized offers four different versions, plus two framesets, of their

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needs—but unless you have a custom frame made, it’s going to be a give and take.

The Crux uses a disc-specific FACT carbon fork, which is beneficial to our project since disc brakes on the road (and gravel) are no longer tomorrow’s technology—they are the technology of today. Along with the disc mounts, the fork uses a tapered 1 1/8- to 1 1/2-inch aluminum steerer tube with a carbon crown and legs.

THE PARTS

With 65psi in the tires, the amount of traction and bump absorption you get from the 32c tires was impressive.

Crux ’cross bike, ranging in price from $1450 to $2800. The E5 aluminum frame of the Crux gave us the foundation of what we were looking for in “Project Gravel”: plenty of tire clearance, a long wheelbase, relaxed head tube angle and, a bonus, disc brake mounts. The Crux’s chainstays and carbon fork legs easily provided more than enough tire clearance for what we would need.

Between the Crux’s long 42.5cm chainstays and a relaxed 72-degree 90

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head tube angle, it has a wheelbase that hits 102cm—that’s approximately 3cm longer than a typical road racing bike of the same size. This helps give it stability on rough terrain and on high-speed dirt descents. Another component of the bike’s stability is its bottom bracket drop. Since the Crux was designed for riding on potentially rougher terrain where pedal clearance might become an issue, the bottom bracket drop is about 2cm higher than preferred for our

The stock Crux Apex Disc weighed 21.2 pounds, not too bad when factoring in the $2100 price and the standard disc brakes. But, in addition to taking it from a cyclocross racer to a hybrid of sorts, we also wanted to knock a couple pounds off to make it feel more like the road bikes we are accustomed to riding. We left the SRAM Apex derailleurs and shifters alone since there was no need to mess with success— they worked great and didn’t warrant a change. Also unchanged were the Avid BB7 mechanical disc brakes. SRAM will be launching a hydraulic Red version later this summer, and a Shimano DuraAce version is on the way (but as of now, the Avid BB7s are still the best solution).

We zeroed in on two places to cut weight off the stock Crux—wheels and saddle/seatpost. Swapping out Specialized’s SBC Axis CXD aluminum wheels with $1850 Reynolds Assault CX carbon clincher wheels netted us a 413gram weight reduction while giving us another 20mm in rim depth for added aerodynamics. We cut off another 220 grams by switching out the in-house Phenom Comp saddle and Sport aluminum seatpost with Selle Italia’s Monolink saddle and carbon post combination. There are a number of brands, including Specialized, that could cut the same amount of weight for far less cost than the $539 Monolink combo, but the increase in stiffness that the carbon monorail provides when on the very nose of the saddle, in addition to the hard-to-find-elsewhere level of fore-aft adjustment, made it a good choice for the project.

Once we met our weight-cutting quota, it was time for the rest of the Crux’s gravel bike makeover—and it didn’t take much. The first things to go were the 46/36-tooth chainrings. These were replaced with a 50/34-tooth combination in order to give us a taller gear for the road, in addition to lower gear for steep, loose dirt climbs. Without a doubt the most important change dealt with tires. We wanted a tire that

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While the Crux is intended as more of a cyclocrossspecific bike, Specialized also markets a four-bike line of TriCross bikes ($990–$2000) that are also intended for more multipurpose cycling with fewer race-specific features.

wouldn’t hold us back on the lunch ride, but would have adequate air volume for a detour anywhere our curiosity might take us. There are a number of brands offering a tire that would meet our needs, but Continental’s 32c Gator Skin was just what we were looking for—fast rolling, high volume, with siping on its shoulders for a little help in loose corners.

THE RIDE On the road, the Crux basically feels like an endurance geometry bike— responsive but not the least bit explosive under hard efforts. We ran the Continental 32c tires at 90 psi until we left the road for the dirt, then dropped them down to 65 psi for better traction and bump absorption. The overall feel of flying along a gravel and pothole-littered road with little effort is a far cry from the drudgery of riding a mountain bike over the same terrain.

We did hit a couple of climbs that forced us to rethink our gearing. One particularly steep kicker, which was too loose to be tackled out of the saddle, had us searching for non-existent lower gears.

After grinding up in our 34x28, we had a realization that SRAM’s WiFli 32-tooth cassette would be a welcome addition.

Disc brakes are by no means a musthave, but the consistent feel and power the Avids provided on long descents requiring consistent braking would be tough for any rim brakes to match. In fact, 92

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The Crux’s fork had more than adequate clearance for the Continental Gator Skin 32c tires, but most road forks won’t allow nearly as much room.

Selle Italia’s Monolink seatpost and saddle reduced weight and performed flawlessly; but other, less expensive options would work equally as well.

one of our worries pre-ride was modulating the power to keep the tire from breaking traction, but it ended up being a nonissue. Between good modulation and an adequate contact patch between tire and dirt, we minimized the number of times the tire broke traction due to braking.

Once back on the road, depending on

how much road riding was still to be done, we would either ride back with the lower tire pressure, or take a minute to pump them back up. The rides we’ve done on our gravel bike are some of the most exhilarating ones we’ve done in quite some time, and there’s even been talk of seeking out some gravel races for the next test.

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THE VERDICT Our Crux gravel bike’s versatility makes it possible to be taken almost anywhere on a whim—truly an adventure-oriented, multi-purpose bike. Our ride list grew exponentially now that routes that were once outand-backs can now be looped together thanks to the forest roads.

We’ll be playing around with more tire widths and pressures to find the perfect balance of traction and comfort with speed and efficiency. If we had our druthers, our gravel bike would have a lower bottom bracket, but we’ll save that for “Project Gravel: Part Two,” so stay tuned. ■

John Caletti: custom frame builder and gravel road aficionado.

STATS Price: $2100 (stock) Weight: 21.2 pounds (stock), 19.6 pounds (Project Gravel) Sizes: 46, 49, 52, 54, 56 (tested), 58, 61cm www.specialized.com www.conti-online.com www.selleitalia.com www.reynoldscycling.com

WHAT IS A GRAVEL BIKE? Mention the notion of riding road bikes off-road with a sense of newness and excitement to any certified road geek and you will likely be rebuked with the usual dose of that’ssuch-an-old-idea attitude as to immediately leave you feeling like a damp squib. Sure, the roads that the original Tour de France riders competed on back in the day could, at their best, be called dirt roads. And yes, many in the industry are aware that, among others, Tom Ritchey has been logging dirty miles on his road bike for decades.

And when we mentioned the gravel bike concept in a recent meeting with Specialized, their eyes lit up as if trying to send us a nonverbal message that they were on it already. In other words, just as we predicted years ago that road bike disc brakes were on the horizon, gravel bikes, too, are on their way.

Undoubtedly there are dozens of different interpretations of what makes a proper gravel bike. To help find out what differentiates a road bike from a gravel and cyclocross bike, we called custom builder John Caletti who, along with his wife, Cori, was responsible for stoking what he calls the “adventure road bike” fire with us in Austin last year to find out his design philosophies in building bikes of different genres.

“For me, gravel bikes are closer to 94

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a standard road bike than to either a cyclocross or touring bike. I like my gravel bikes to still be light and quick while still incorporating some specific differences that allows them to be ridden off-road. Typically, the first thing I consider in building a gravel bike is that it will run bigger tires [28–32c], so wheel clearance is my first concern. From there it’s a question of what brakes will be used, because whether it’s a disc, cantilever or V-brake, they each require different mounting. From there I consider what adjustments to the geometry the bigger tires will require; I’ll go with a slightly longer wheelbase and chainstays for added stability. Although I’ll back off on the head angle just a bit, I keep the bottom bracket drop low as I would on a road bike. My cyclocross bikes usually have longer chainstays, a taller fork for even bigger tires and a more relaxed head angle with more offset.

“In building custom bikes, the lines separating each style of bike aren’t as distinct as they’d be if I had to make a catalog of bikes with specific models.

For me, the adventure bikes are for people still most interested in riding a road bike. It’s not about riding singletrack like a mountain biker would, but simply opening up new routes for road cyclists who could extend their rides if they just had a bike with bigger tires. Near our shop in Santa Cruz, there are miles of fire roads in the mountains to ride that change the whole experience of what a normal road ride is all about. My goal in building my adventure road bikes is to allow you to efficiently get to those dirt roads like you normally would, but the change in geometry and tires gives you a more confidence-inspiring ride on the dirt.” www.caletticycles.com

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BIKETEST

A PRICE POINT ON

Focus and Jamis join the battle of entry-level electronic shifting

➥

It’s a funny thing about the bike industry that, while very few of us would ever consider a $4000 bike inexpensive, a carbon bike spec’d with Shimano’s electronic Ultegra Di2 components is now deemed a “budget bike.” Still, while by no means considered a budget bike by most people’s standards, that doesn’t mean there’s not good value to be found. Like every other consumer product category

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recently enhanced with some kind of “future technology,” there is still a price to pay at the checkout counter if you want to be among the early adapters and have a piece of the future now.

Although it’s been three years since Shimano first introduced their electronic drivetrain (and recall that the original DuraAce version was priced at $5000 for just the drivetrain)—and the new Ultegra

version is their attempt at selling a more cost-conscious version—the collection of batteries, solenoids and wiring still isn’t as cheap as the old-fashioned cable-drawn shifters.

THE Di2 DIFFERENCE Positioned between real “entry-level” price points and the mega-dollar prices of the fancy superbikes, the market for $4000

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most of the bike brands to offer up an Ultegra Di2-equipped bike at the most competitive price possible. And while the Ultegra parts have begun popping up on bikes in a variety of catalogs, there is one telling feature to look for to see which brand is really committed to the trend—are the frames wired specifically for the new style of cables? Here, the German brand Focus and America’s Jamis are just two brands who have entered the realm of entry-level modernity and have done so impressively with frames that are designed solely for internal wire routing.

FOCUS CAYO EVO 2.0

THE FUTURE bikes still gets a lot of sales, but it has never received much clamor or attention…until now—and that’s all thanks to Shimano. There is no better example of trickle-down technology than Shimano’s second electronic group, the Ultegra Di2.

What was once technology for those with only the deepest pockets is now available to a much wider market of battery-inclined cyclists.

Although the Ultegra Di2 falls below the Dura-Ace Di2 group in status, the differ-

ence between the two is more in the numbers than actual shifting performance. The Ultegra Di2 derailleurs and shifters weigh about 150 grams more than Dura-Ace Di2’s, with the difference in weight coming primarily from the increased size of the servo, which results in larger derailleurs.

Price-wise, the Ultegra Di2 (shifter and derailleurs) retails for about $900 less than the Dura-Ace Di2, but over $800 more than Ultegra’s mechanical version.

Currently, a battle is raging between

Within the Focus line, the Cayo Evo fits between the Izalco Pro, a ProTourdesigned race bike, and the Izalco Ergoride, an endurance-oriented bike.

Borrowing traits from both bikes, the Cayo Evo receives performance geometry, mirroring the Izalco Pro’s, but it also contains features from the Ergoride that help it gain compliance. Those comfort features include the sloping top tube that tapers one-third in diameter by the time it meets the seat tube and a flat monostay that sprouts into wide and equally thin L.R.C.S. (Lateral Reinforced Comfort Seat stays) seat stays. At the bottom bracket junction, the chainstays use a tall, rectangular shape to retain as much stiffness as possible, but then flattens to provide compliance at the rear wheel. The left chainstay is home to the Di2’s power source, which mounts just behind the bottom bracket via two hex bolts that thread into the frame— tidy and out of the way. The front end is all about stiffness, using a tapered 1 1/8- to 1 1/2-inch fork and a head tube with external ribbing to reduce lateral flex.

Focus didn’t cut any corners when it came to equipping the Cayo Evo, the only Ultegra Di2-equipped bike in their line; it receives a full Ultegra group, including cranks (with the option of compact or standard gearing), brake calipers and a cassette. FSA’s Team Issue carbon seatpost and stem, along with Fulcrum Racing 5 wheels, have it tipping the scales at 17.3 pounds.

CAYO EVO 2.0 PARTS Shifters: Shimano Ultegra Di2 Front derailleur: Shimano Ultegra Di2 Rear derailleur: Shimano Ultegra Di2 Brakes: Shimano Ultegra Cranks: Shimano Ultegra, 50/34 (optional 53/39) Cassette: 11-28 Wheels: Fulcrum Racing 5 Tires: Continental Grand Prix Stem: FSA Team Issue Carbon Handlebar: FSA Wing Comp Seatpost: FSA Team Issue Carbon Saddle: Prologo Nago Evo www.roadbikeaction.com

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resistance and damping properties.

When it comes to the frame design, the Xenith Pro’s predominantly round tubes take a more standard approach compared to the Cayo Evo’s use of elaborate shaping. Its use of robust seat stays stand out among the flattened seat stay bikes we’ve become accustomed to seeing among our fleet of test bikes.

Asymmetric chainstays, with a 10percent-larger right-side stay, are used to offset the additional stress the driveside has to endure. As with the Cayo Evo, the Xenith Pro opts for the same fork-steerer taper of 1 1/8 to 1 1/2 inches. While some brands have reduced the size of the taper to 1 1/4 or 1 3/8 inches to smooth the front end, Jamis obviously deems the stiffness it provides to be of worth. To deal with the unsightly Di2 battery, the Xenith Pro opts for a mount on the bottom of the downtube; this is a definite improvement over a water-bottle cage mount, but still not as clean as the Cayo Evo’s chainstay location.

The Xenith Pro is the least expensive Ultegra Di2 bike to come through the RBA offices yet. But in order to accomplish this, the bike is stocked with a lower-level Shimano 105 cassette and BR561 brake calipers, which still use a dual-pivot design, but fall below the Ultegra line. A Ritchey Pro Carbon seatpost and their aluminum stem and handlebar, along with Shimano’s RS10 wheels, round out the Xenith Pro’s 17.7-pound build.

XENITH PRO PARTS Shifters: Shimano Ultegra Di2 Front derailleur: Shimano Ultegra Di2 Rear derailleur: Shimano Ultegra Di2 Brakes: Shimano BR561 Cranks: Shimano Ultegra, 50/34 Cassette: 11-25 Wheels: Shimano RS10 Tires: Vittoria Rubino Pro Slick Stem: Ritchey Pro 4-Axis Handlebar: Ritchey Pro Logic II Seatpost: Ritchey Pro Carbon Saddle: Selle San Marco Concor

THE RIDE

JAMIS XENITH PRO The Xenith line consists of six different models all sharing the same monocoque frame mold and geometry; it’s the carbon blend that goes into the mold that differentiates them. The Xenith Pro’s frame uses Dyad Elite carbon, the fourth from 98

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the top. The difference between the blends is the modulus of the fibers used, which greatly influence the frame’s impact resistance, stiffness, weight and damping abilities. The Xenith Pro’s Dyad Elite blend isn’t the lightest or stiffest Jamis employs, but it does offer the greatest impact

Let’s start with the main feature on both the Cayo Evo and Xenith Pro—the shifting: Although it’s of little surprise, we have to state that the Ultegra Di2 was never amiss, even when making the kind of shifts we were always told not to: under load with no let-up of power. Both bikes shifted equally well and with nearly identical drivetrains, which was to be expected. Even with increased shifting frequency from our battery-assisted shifting enthusiasm, we never went through a full battery charge over the course of a few weeks on each bike.

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Shimano says that a battery charge will last between three to six months, depending on shifting frequency.

While the shifting didn’t differentiate anything between the two bikes, their ride quality did. Even though the Xenith Pro uses a carbon blend with an emphasis on compliance, the Cayo Evo’s dampingspecific tube shapes offered less transfer of road vibration when the road got rough. In terms of overall stiffness, both bikes had an impressive amount of frontend rigidity, but the Xenith Pro came out on top in the overall acceleration department. Superior bottom bracket stiffness gave it power transfer that was noticeably more efficient than the Cayo Evo’s when sprinting. Both bikes matched up equally well in handling, which should suit riders looking for race-inspired geometry.

THE VALUE The overall value between the two bikes is open to debate. With a $300 difference between the Xenith Pro and Cayo Evo, some might feel that getting a good frame and the Ultegra Di2 drivetrain is enough for them. If that’s the case, then the Xenith Pro is without a doubt the bike to go with. For those who don’t mind spending the extra money, then the Cayo Evo is overall the best value of the two.

Yes, it is more expensive, but what you’re getting for the additional $300 is a complete Ultegra group and slightly sturdier wheels, in addition to a half-pound-lighter bike. Although we didn’t have any complaints with either of the wheelsets, the Fulcrum Racing 5s of the Cayo Evo use eyeleted rims and a higher spoke count— 20 front and 24 rear. We feel that in the long term they will hold up better than the 16-spoke front and 20-spoke rear Shimano RS10 wheels on the Xenith Pro.

THE VERDICT With both Focus and Jamis claiming they can hardly keep the bikes in stock, it’s clear that the Ultegra Di2 buzz is in full swing with consumers. If you’re dying to have the latest tech gadgetry, then both the Cayo Evo and Xenith Pro will satiate your desire. But if you’re looking for the most bike for your money, then it’s not with electronic shifting. As good as the Ultegra Di2 works and as fun as it is to hear the servos working when changing gears, we still feel that you give up too much bike to get it at this price range. In our opinion, adding weight while sacrificing the quality of the rest of the componentry isn’t worth the small gains in shifting performance compared to bikes with the less fashionable mechanical drivetrains.

Within the Focus line you can get the Izalco Pro 3.0, which runs with SRAM 100

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Force and a higher-end build than the Cayo Evo 2.0, for $3700. Aiming just a bit higher, there’s also the Izalco Pro 1.0 with mechanical Dura-Ace and undoubtedly much less weight for $4600.

The same holds true in the Jamis line.

The Xenith Race uses the same exact

frame as the Xenith Pro, but with Ultegra mechanical components and a fairly comparable build for $2800. At $4900, the next step up in the Jamis line is a big one, but weight savings and a complete SRAM Red gruppo are some of the rewards. ■

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The Xenith Pro is Jamis’s only Ultegra Di2 bike in their line; and at $4,000, it is the least expensive we’ve tested.

Much of the Xenith Pro’s acceleration comes from good power transfer, with the bottom bracket and chainstays playing a large part in that efficiency. Even though the chainstays aren’t massively oversized, they handled the task.

Ultegra Di2 shifts brilliantly, making it hard to differentiate performance from the more expensive Dura-Ace Di2.

XENITH PRO PUNCH LINES

XENITH PRO GEOMETRY

XENITH PRO STATS

• Serves up a stiff ride—both laterally and vertically • More of a racing bike than a cruiser-type • Pared-down Ultegra group

Wheelbase: 98.8cm Head tube angle: 73 degrees Seat tube angle: 73 degrees Effective top tube length: 56.5cm Head tube length: 16cm

Price: $4000 Weight: 17.7 pounds Sizes: 48, 51, 54, 56 (tested), 58, 61cm www.jamisbikes.com

102

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The German engineers at Focus did a good job blending performance, comfort, and aesthetics with the Cayo Evo 2.0.

The Cayo Evo chainstays are oriented to provide vertical compliance to the rear wheel. The strategic placement of the Di2 battery (underneath the non-driveside chainstay) keeps it out of the line of sight.

Flat seatstays, termed L.R.C.S., are just one of the features that Focus designed to enhance the ride comfort of the Cayo Evo.

CAYO EVO 2.0 PUNCH LINES

CAYO EVO 2.0 GEOMETRY

CAYO EVO 2.0 STATS

Wheelbase: 98cm Head tube angle: 72.5 degrees Seat tube angle: 74 degrees Effective top tube length: 54.3cm Head tube length: 13.5cm

Price: $4300 Weight: 17.3 pounds Sizes: XS, S, M (tested), L, XL www.focus-bikes.com

• Full Ultegra group—no skimping • Smooth-riding frame • German engineering and styling hit the target 104

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THE CARBON CLINCHER

DEBATE RAGES ON

By Michael White Zipp thoroughly tests all of their wheel models, especially their carbon clinchers. Zipp engineer, John Fearncombe, explains what's happening here in this thermal image: “This is an explosive tube failure on the brake test machine. You can actually see the air escaping the tube as it's at a higher temperature relative to ambient temperature.”

Photo: Zipp Speed Weaponry, 2012

wheels might explode at this event! What

information we’ve gathered, they seem to

word “explode” is quite a vivid use of language, however, but it’s one that Bike Monkey used to draw attention to the specific safety concern at hand.

“We’re trying to be illustrative,” says Fisher. “Admittedly, it does make one think about cyclists running away from detonating wheels in slow motion, like in an action film. But, we’re referring to the potential of failure due to heat buildup on long, steep descents that are common on our ride. One in particular, Hauser Bridge Road, is a technical corkscrew where the bulk of observed failures have occurred.

It loses 840 feet of elevation in just over a mile, with an average grade of over 13 percent—and it’s far steeper than that in places. These failures could be from a wheel design issue, or a mismatched pad and rim combination. But, based on

and the warning was put in place as a response to occurrences in years past.

But if carbon clinchers aren’t exploding like Acme dynamite at the hands of Wile E. Coyote, what exactly are the “failures” that the folks at Bike Monkey have witnessed? For the answer, we spoke with representatives from six of the bike industry’s leading wheel manufacturers, companies that actually manufacture the rims that they sell.

does that even mean, and why does it be caused by outward pressure on the The King Ridge reference carbon clinchers specifically? tire bead surpassing the rim’s ability to GranFondo warns of maintain integrity under the high heat THE OFFICIAL WORD brought on by excessive braking. That’s the dangers of carbon Levi’s King Ridge GranFondo is why, in our understanding, we don’t see organized by Bike Monkey, a cycling this problem duplicated on tubulars or clincher wheels— events company whose marketing rims.” here’s what the wheel director, Greg Fisher, was quick to shed aluminum Fisher admits that Bike Monkey is not some light on why such a warning was an expert source on wheel manufacturing, manufacturers have put in place: “We saw a repeating safety but is merely acting as an event organizer to say about it. issue that we felt we had to address.” The whose chief concern is participant safety,

➥

EXPLODE. As I read that word, my eyes drifted from the computer screen over to the stockpile of carbon clincher wheels lining the walls of the palatial RBA headquarters. Were they ticking time bombs set to detonate at any moment? I had been registering for Levi Leipheimer’s King Ridge GranFondo, a 100-plus-mile ride in and around its namesake’s hometown of Santa Rosa, California. Before entering any personal information to the event’s registration page, I had to read various liability stipulations and check a box indicating I’d done so. Most were reasonable and standard fare for large events like this—such as “observe the center-line rule” and “there are risks to riding in a large pack”—but now this web page was telling me that my

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DEFINING “EXPLODE” “I was there at Levi’s GranFondo a couple of years ago when a rider with carbon clinchers crashed,” says Tom Kattus, head of Campagnolo North America. “It was on one of the steepest sections, and I didn’t look closely at the bike, but I think that the actual braking

Carbon Clinchers_p106-113_Layout 1 5/7/12 3:27 PM Page 2

“I UNDERSTAND THAT

CARBON CLINCHER WHEELS

ARE HIGHLY DISCOURAGED… BECAUSE THEY CAN FAIL/EXPLODE UNDER THE EXTREME BRAKING NECESSARY ON SECTIONS OF THIS ROUTE…

EXTREME BRAKING EXPLODE … HEATS UP THE RIMS BEYOND THEIR FAILURE POINT AND THEY

DON’T BE ONE OF THOSE PEOPLE.”

Carbon Clinchers_p106-113_Layout 1 5/7/12 3:28 PM Page 3

surface broke away from the rim, causing the tire to shoot off.”

Paul Lew, now with Reynolds Cycling, designed the first carbon clincher bicycle wheel back in 1998. He says there are two distinct types of carbon clincher failures—a tire blowing off the rim and the rim itself succumbing to damage. “Failure can be sudden, as in the case of a tire blowout, or more gradual in the case of rim warping. Clincher designs present a risk of failure from heat buildup as a result of pad-to-rim friction.”

“Based on everything we’ve seen in our testing at Easton—and we test everything to failure—I think the word ‘explode’ refers to the tire falling off the rim because of sidewall deformation,” says Easton’s Adam Marriott. “Rims can crack, and that’s usually a result of a violent release of air that occurs from a tire blowing off.”

Jason Schiers, founder of ENVE Composites, claims, “Some wheels legitimately explode, with excessive heat detonating the carbon laminate. There are several different ranges of carbon clincher degradation, from a deformation of the sidewalls that allows a tire hook bead to be released and popped off to the extreme explosion of the rim sidewalls.” “‘Explode’ is a bit of an extreme word,” says Mavic’s Zack Vestal.

“The biggest concern is a deterioration in braking performance, while the worstcase scenario is when the rim bed can no longer hold the tire effectively. So, really, it’s the tire that ‘explodes’ out of the wheel.”

IF YOU CAN’T STAND THE HEAT… So our wheel experts contend that there are two types of failures that can befall carbon clinchers—the tire falls off the rim or the rim physically breaks apart, which is a less common and more extreme occurrence. But these same failures can occur on a set of aluminum clinchers, so what makes carbon clinchers more prone to do so?

“Some wheels legitimately explode, with excessive heat detonating the carbon…”

Like Kattus, Steve Hed, founder of HED Cycling, witnessed carbon clincher failure firsthand at Levi’s GranFondo: “I was there last year, and I saw at least nine guys who melted carbon clinchers.

Braking heats up the rim sidewalls beyond their failure point and an actual melting of the rim occurs that allows the tire bead to come out of the rim.”

Mavic’s Zack Vestal agrees that carbon clincher failure occurs because of excessive heat buildup: “Brake heat softens the resin that holds carbon fibers together, and then expanding pressure from the inner tube pushes the bead hook and brake track outward until the tire bead can no longer be held in place effectively.”

“The brakes slow the bike by converting kinetic energy into heat through friction,” elaborates Zipp’s Dave Ripley. “So something has to get hot, and in this case, it’s the rim and brake pad. The rim can then be cooled off by the airflow, but it has to be hot in the first place. From the perspective of the tire and rim, heat is not a good thing, tires and tubes can weaken or be damaged by extreme heat and the resin used in a composite rim can approach it’s glass transition temperature, which means that it begins to soften and lose structure.”

“The length of time the brake pads are in contact with the rim and the pressure applied to the rim by the brake calipers are the two variables that have the greatest influence on rim performance,” adds Lew. “Levi’s GranFondo course is technical, and based upon the steep gradient of the roads, and the fact that

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Carbon Clinchers_p106-113_Layout 1 5/1/12 1:07 PM Page 4

ENVE is another wheel company that thoroughly tests its products in-house, using custom equipment to investigate the effects of various elements on rim construction.

Photo: ENVE Composites

cyclists are closely grouped together, there is a high likelihood that cyclists will be ‘riding their brakes’ for prolonged periods of time. This is a recipe for trouble, regardless of the wheel or material.”

“Carbon is incredibly processsensitive, and, unfortunately, the market doesn’t understand that differences in production exist,” notes Schiers. “Most people see carbon as carbon, but not all carbon fiber is equal.”

AN ALUMINUM ALTERNATIVE So if carbon clinchers are inherently more susceptible to failure than aluminum clinchers, why use them?

Our wheel experts claim that the benefits range from lower weights, improved aerodynamics, a better ride quality and, yes, a superior perceived sense of fashion.

“Compared to aluminum rims, weight’s a big factor,” says Chris Clinton of Bontrager. “You can get a deeper-dish carbon wheel, for example, that’s as light or lighter than shallower aluminum alternatives. And with carbon clinchers, the manufacturer can fine-tune aerodynamic shapes much more so than an aluminum rim with a carbon fairing. You have more control on the overall shape of the wheel.”

“There’s the aero aspect of carbon clinchers, the ability to create rim shapes that can’t be achieved with an aluminum rim,” agrees Schiers. “But the reality is, once you’ve tried carbon, it’s hard to go back—the ride quality is significantly better.”

“It’s the same as with a carbon frame, the ride quality is different from aluminum,” says Marriott. “There’s also a bling factor as well with carbon.”

“There’s definitely a cache of having carbon,” adds Kattus. “People are talking 110

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about them more these days. And having that lower rotating weight for acceleration and climbing is a real draw if you’re going to be doing a lot of climbing.”

But, some companies not producing carbon clinchers are quick to point out that many of the perceived benefits of carbon clinchers can indeed be found in select aluminum models. “If you’re interested in the aerodynamic benefit of carbon clinchers,” says Mavic’s Vestal, “then you should consider a wheel with an aluminum tire bed and brake track with a carbon fairing. It’s the best of both worlds, and, for the time being, Mavic is sticking with that philosophy.”

Like Mavic, HED does not currently produce a carbon clincher, but espouses the mixed aluminum-carbon wheel design. “A fast wheel needs to be aerodynamic, light, and especially to have the ability to control braking. You can achieve all of that with an aluminum wheel with a carbon fairing. But consider that, generally speaking, the deeper the rim, the greater the weight—so if you’re riding an exceptionally hilly route, do you need an incredibly aerodynamic set of wheels?”

When solely considering the benefits of carbon clinchers over aluminum alternatives, perhaps Reynold’s Paul Lew sums it up best: “There is not much more or less that I can say about aluminum clinchers versus carbon clinchers that one could also say about an aluminum frame versus a carbon frame. The science, the engineering, and the material are superior and offer a benefit to cyclists who upgrade.”

LET’S TALK TUBULARS By now you’re probably asking yourself, “If I want a carbon wheel, then why not just avoid the hassle of a clincher and opt for a good ol’ fashion

tubular? After all, that’s what the pros ride.” Indeed, the professional peloton is a showcase for tubular wheels—both of the carbon and aluminum persuasion— but wheel manufacturers contend that the environment in which pros race is uniquely different from that in which average cyclists find themselves.

“If everyone had a follow car, then maybe we’d all be riding tubulars, because they do provide a lighter-weight and a better ride quality,” says Marriott, “but flats are a way of life for cyclists, and clinchers are more user-friendly in that regard.”

“When you compare carbon clinchers and tubulars, there’s a weight penalty to the clincher,” agrees Schiers. “That’s the biggest advantage of a tubular. But, the clincher is a more user-friendly product, with its ability to change a flat while on the road without having to carry a spare tire.”

“Along with ride quality, one primary argument in favor of tubular wheels that I hear from pro racers is that, in the event of a flat, a tubular will stay on the rim better than a clincher,” adds Clinton.

“This allows the rider to continue riding with the flat and provides more control were the flat to occur on a descent.”

Campagnolo’s Tom Kattus claims that “95 percent of pro riders are using sew-up wheels.” If that’s the case, who makes up the remaining 5 percent rolling on clinchers?

“We rely heavily on our ProTour team, Ag2r-La Mondiale, for feedback and real-world testing—or, quite frankly, abuse,” says Reynolds’ Lew. “We are the only wheel manufacturer sponsoring a Grand Tour team racing clinchers, as their tire sponsor, Michelin, does not manufacture tubulars.”

“Tubulars have always been known as ‘race wheels,’” admits Zipp’s Ripley.

“But, we’ve seen scenarios where clinchers are a better race option. Tony Martin won the 2011 World Time Trial Championship on a set of clinchers with latex tubes. Coming back to the general consumer level, most people don’t know how to glue tubulars, and they’re more expensive than clinchers. If you get a flat with a tubular, you have to buy a new one for around $100 instead of spending $6 for a new inner tube.”

WHAT ABOUT DISC BRAKES? Consider that whether you’re using carbon or aluminum clinchers, or even tubular wheels, the manner of applying braking forces remains the same: brake pads grip the rim surface. When the UCI authorized the use of disc brakes for cyclocross competition in 2011, it

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Ag2r-La Mondiale’s riders use both carbon clincher and tubular wheels for racing.

Carbon Clinchers_p106-113_Layout 1 5/1/12 1:08 PM Page 6

Bontrager Aeolus 5 D3 carbon clinchers.

Easton EC90 carbon clinchers.

rekindled industry interest in disc brake applications for road bikes. After all, wouldn’t disc brakes eliminate any and all concerns about rim-based braking as they did with mountain bikes?

“Disc brakes would remove the heat element from carbon clinchers,” says Marriott. “You’d be able to really modify the rim shape, removing one more barrier to the rim shape itself and opening doors to improved aerodynamics.”

“Disc brakes address a lot of issues,” agrees Schiers, “one of the biggest being that you can remove weight from the outside of the rim.

Performance in wet conditions would also be dramatically improved.”

“From a neutral support standpoint, I like the idea of disc brakes because you won’t have to worry about discrepancies in rim widths and clearance issues,” adds Clinton. “It will take a lot to get all the frame and wheel manufacturers on board and for the UCI to approve it all, however.”

“I know there’s a lot of research going into disc brakes for road bikes, but there are still issues to overcome,” says Kattus. He notes that retrofitting the average road bike to accept disc brakes is not a straightforward, bolt-on application. “Braking forces would put an extreme amount of load on forks and rear dropouts, so companies are now trying to develop a strong enough mounting system. But since discs are already becoming popular in cyclocross, we’ll start seeing them on the road, maybe around the 2014 model year.”

“Carbon mountain bike wheels with disc brakes have been on the market for a long time,” says Hed. “If we start using disc brakes, carbon clinchers can then be made with different types of carbon, ones that are cheaper to manufacture since they won’t need to be so robust as to provide adequate and safe braking as today’s versions.”

LEVI’S GRANFONDO WARNING: JUSTIFIED?

ENVE Smart System 3.4 carbon clinchers.

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“The event organizers are articulating an experience that I think more cyclists have had than the bicycle industry cares to acknowledge, that being carbon clinchers’ greater potential for failure than other types of bike wheels,” says Vestal.

“I think the warning addresses a black eye on the industry,” agrees Marriott. “Based on the testing we’ve done, I’m certain that some wheels will not hold up at an event like that.

I wouldn’t feel confident doing a GranFondo on just any carbon clincher, but a set from Easton, yes.”

“It’s a legitimate warning for a legitimate reason,” adds Schiers. “There are products out there that suffer from failure problems, and the consumer needs to be aware of it. I can’t speak for other manufacturers, but my hope is that the consumer is as informed as possible about the products they buy from ENVE.” “There are so many wheel manufacturers coming in, and who knows what their testing procedures are,” says Kattus. “You should do your research and buy wheels from a credible company that can show you the data that their wheels can withstand appropriate amounts of heat without failure.”

“It’s a good idea to have a warning about carbon clinchers put in place, but it’s pretty scary as is,” says Clinton.

“I think it’s worth suggesting to participants to have some experience riding their carbon clinchers on hills similar to those found at the GranFondo.”

“I think the disclaimer hits it right,” says Hed (HED does not market a carbon clincher), who also agrees that cyclists should consider their own bike-handling skills and experiences before entering a challenging event. “Riders should be aware of how their equipment functions, and everyone should take personal responsibility for themselves. I mean, are all melted rims the sign of faulty equipment, or of someone who hasn’t ridden in the mountains before?”

“We at Zipp are completely supportive of the Levi’s GranFondo statement that people need to be aware of their technology on this type of ride,” says Ripley.

“I think Levi’s warning is a responsible and safety-minded statement, and I think he is well within his rights as a responsible promoter to make the statement he made,” says Lew. “Levi cannot promote a product or brand, and legal complications compound the problem if he were to make such a statement. Additionally, how would Levi know which brands and models are safe? There currently are no standard testing requirements. The closest standard testing that exists is UCI’s wheel homologation and CEN’s wheel testing, but neither of those organizations address clincher reliability under braking.”

WHAT’S A CYCLIST TO DO? All of our wheel experts agree that carbon clincher wheels possess a greater potential for failure than aluminum clinchers and tubular wheels and that the Levi’s GranFondo warning is an appropriate action of alerting the public to such information. But, ultimately, as with your bicycle frame and every part

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attached to it, the decision is up to you.

“You have to measure the benefits and the drawbacks of descending with a carbon braking surface,” says Kattus.

“I totally trust Campagnolo’s Hyperon carbon clincher wheels, and I’ve never had any problems with them. But, if I was going on a ride with a lot of descents where I’d be going fast and braking late, I probably wouldn’t use a carbon clincher.”

“Because we make everything in our factory in the U.S., we have a very intimate relationship with our product,” says Schiers. “At ENVE, we have a daily connection to our product that lets us monitor it daily. And if there’s ever a problem, we can change it rapidly.”

“I’m sure every manufacturer says that their wheel passes their testing. I think it comes down to the consumer and how they feel about each company and the reputation of that company. I can’t control others’ testing or what they say, but what I can control is what we do at Easton,” says Marriott. “With today’s marketplace, especially with the Internet, consumers can do some research and get a feel for what the industry is up to.”

“I would say that a GranFondo participant has to look at the marketplace and evaluate which companies manufacture reliable clincher wheels,” says Lew.

“Which companies have in-house standards that they apply to all of their clincher wheels? The consumer has to evaluate this information after the research has been done to his or her satisfaction. The GranFondo participant should also evaluate the course and riding conditions to determine if his or her experience level is appropriate. This is a lot to ask, but we all have the personal responsibility to evaluate our aptitude and equipment for our own welfare. At Reynolds, we are always driven by safety, and the question we ask ourselves is, ‘Would we trust our lives, and our friends’ and families’ lives, on these wheels?’ For us, it’s personal. We always have to answer ‘yes’ or we don’t put the wheel into the marketplace.”

What’s the best advice for consumers regarding carbon clinchers? All of our experts agreed, and Zipp’s Dave Ripley puts it best: “Anyone riding carbon clinchers should follow the manufacturer’s recommendations to the letter. Use the specific brake pad. Don’t exceed the recommended tire pressure. Make sure all of your equipment is in perfect operating order. Make sure your tires and tubes are in good condition. Zipp employees will be at Levi’s GranFondo this year en masse, and we’ll be riding our carbon clinchers with confidence.” ■

Neither HED nor Mavic produces full carbon clinchers, but they do offer aluminum clincher rims bonded to carbon fairings, such as the Jet 6 Flamme Rouge and the Cosmic Carbon SR, respectively.

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FLIRTING WITH GREATNESS On the verge of superstar status, Peter Sagan reveals the secrets to his success and offers some unorthodox tips for young riders

By Tim Maloney

➥

At just 22, Peter Sagan is already being touted as one of the most talented young riders in the pro peloton. The Liquigas-Cannondale rider is starting his third pro season and made a big breakthrough with his win in last year’s Tour of Poland.

Truly equipped with natural talent to be a great cycling champion, Sagan was born in Žilina, Slovakia, and showed his talent early on with the Dukla Trenč ín Mérida team. In 2007, he was named “talent of the year” in Slovak cycling, and, in 2008, Sagan won the Junior World MTB Championship in Italy, as well as finishing second at both the Junior World Cyclocross Championships in Treviso and Junior Paris-Roubaix.

At the young age of just 19 years old, Sagan signed a pro contract with Liquigas, and the team doctors were very impressed with his great VO2 max test, natural physical strength and blood lactate test (showing recovery capabilities). Since his pro debut, Sagan has notched 20 wins already and will make his Tour de France debut this July. On his way to the Tour, Sagan has enjoyed a fine Spring Classics campaign, winning the group sprint at Milan-San Remo for fourth, an excellent second place at Ghent-Wevelgem, a strong fifth at the Tour of Flanders and a close third at the Amstel Gold race.

Road Bike Action caught up with the young phenom following his near win at the Amstel Gold race to talk about the 2012 season so far, his training and his future goals, which, of course, include his upcoming Tour de France debut.

“I know I have a tough season ahead of me this year, as I’m going to ride my first Tour of France followed by the Olympic road race, so this season’s preparation is more important than ever.” During the winter months, Sagan prefers to build his early-season base near the hometown of his youth, where he rides his mountain bike in the hills, Malá Fatra National Park. After team training camps and a return to Slovakia for the Christmas holidays, Sagan returns to

his home (away from home) base in northeast Italy to continue to build his base miles in January and February.

In the past two years, Sagan has pushed his preparation to be ready early in the season, but for 2012, he will look to peak later, first at the Tour of California and then for the Tour de France and Olympics.

“My preparation builds up to rides of four to five hours a day, then we start racing in mid-February, so I change my training session based on the races. At Liquigas-Cannondale, our preparatore [“conditioning coach”] is Paolo Slongo, and he gives us the specific training programs to follow and monitors our results. As the Classics get closer, like Milan-San

Remo that is seven hours, we will have some longer rides to get used to this time on the bike. But, I would much rather race than train!”

Sometimes Peter trains with his older brother, Juraj, also a pro on the Liquigas-Cannondale squad, with whom he shares his apartment in Italy. “Juraj and I don’t always have the same race program, so we train together when we can. Otherwise, I meet up with guys from the team who live nearby, like Mauro Da Dalto or Tiziano Dall’Antonia. We meet up at different places, like a coffee bar, and then have different routes we take together, depending on the training schedules. During the rides I like to stop once in a while and have a

Sagan is hoping his good early season fitness will set him up for a strong showing in his first Tour de France. www.roadbikeaction.com

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Thanks to his days as a mountain biker, Sagan has impressive bike handling skills that he doesn’t mind showing off.

coffee. Then, we keep on going; I like to stop because it breaks up the long training rides, and we get to know the people in various bars along the training routes.”

Sagan uses an SRM power meter and heart rate monitor during training and sends the results weekly to Paolo Slongo to review, plus he talks with Slongo by phone during the week to check in. “Sure, we check out the watts during training and have our pre-determined training programs, but I decide how to train based on how I feel, not just my program.”

Sagan is convinced that his mountain bike and cyclocross experience has been invaluable for his development as a road rider. “I think it is really important for young riders to ride mountain bikes and do cyclocross. My technical skills on the road developed really well because I started out that way. I feel really confident on descents and narrow, twisty technical roads because of the skills I developed on mountain bikes and riding cyclocross. That gives me some advantage, and I had a lot of fun doing it. I would tell all young riders to do mountain bikes and to

ride cyclocross. Many coaches have told me that these technical skills are best developed at a young age, and it is a lot harder to develop later. My advice for young riders is to do all kinds of cycling, as that is the best way to develop as a rider.”

With his natural talent, fitness, capacity for hard work and will to succeed, Peter Sagan is on the fast track to the top in pro cycling. So, how far can Sagan go? “Whatever comes, will come! I can’t predict anything,” exclaimed Sagan. “My preparation has been going well so far, but the main goals are still ahead. I hope to do well in the Classics, but you also need luck along the way. It is not easy to win. I want to do my best, of course, but I really don’t know my limits yet because I am still young. I wanted to do ParisRoubaix this season, but the team thought it was still too early in my career. My main goals are the Tour of France and Olympic Games road race. As far as the World Championships go, it is still too soon to say if I will ride them."”

Young Peter Sagan, ready and willing to take on the future. ■

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Mining for Gold in the Tour of California 2012

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THE CRITERIUM FACTOR Jesse Anthony breaks down his top 10 tips to be a short-circuit wizard

By Steve Thomas

➥

Criterium racing is without a doubt the sharp-edged sword and glitzy showpiece of road racing. It’s an all-or-nothing, blood-and-guts discipline that demands the utmost in bike-handling skills, intense high-end physical powers and nerves of steel.

For many of us, these short-circuit

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duels are where we first cut our bike racing teeth; they could be considered the very core of the sport worldwide.

Be it an early-morning park battle or a cobbled Belgian nocturne, criterium racing is a huge part of many of our racing schedules, and learning to master these short-circuit shockers can

be crucial for gaining strength helping us become solid all-arounders.

Most criteriums range from 45 minutes to more than two hours in duration, but the intensity rarely varies; it’s eyeballs out from the very second the starter pulls the trigger. With such intensity from the get-go, it’s vital to

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skills and ability to put everything on the line for a solid hour are called into play with a real sense of urgency.

Like many of us, Jesse was introduced to crits at a very young age.

“I did my first crit when I was 13 years old. I don’t remember much about it except that it was downtown Keene, New Hampshire. Since then, I’ve learned how to race my bike,” he modestly recounts.

These short, sharp races are an important part of his, and most other pro riders’, racing program. “I think Americans like crits because it’s easy to understand what’s happening, and they’re more intense than road races.

They’ve become a staple in American bike racing, so it’s important for us to represent our sponsors at the major criteriums on the schedule.”

JESSE’S TOP 10 CRIT TIPS 1.) Crossed purposes: “To be good in crits, you need to practice some speed work and accelerations. The accelerations are similar to a cyclocross race, but the effort level is much easier. Road races are long and steady, with more sustained accelerations. The skill set required is quite similar to ’cross, and ’cross definitely sharpens your skills and ability to handle the duress of crit racing.”

2.) Fine-tuning: “I usually do some short sprints and frequent acceleration workouts to get used to the undulating pace in criteriums. Without this, it can be something of a shock to your system, so it definitely pays to polish up your high-end speed.”

3.) The mental approach: “You really do need to be in the right frame of mind to ride a crit effectively. There is no time to ride into it and warm up in the race; you have to be focused and prepared for the task ahead. During the race, I focus on not getting hurt. There are many opportunities to get into trouble in a short and intense crit. If I stay safe, I will provide more effective help to the team’s sprinter at the finish or for myself if given the chance.”

Jesse Anthony leads his Optum-KBS teammates.

Photo: VeloImages

prepare thoroughly; mentally, physically and technically, there is very little room for error.

Jesse Anthony of the Optum-KBS team is a former multiple national cyclocross champion and something of a whiz when the short circuits become paved, where his off-road handling

4.) The final countdown: “I usually do a set of lung and leg ‘openers’ the day before any race—some near maximum bursts. And since most of our crits are in the afternoon or evening, I will go for a short ride in the morning.

It’s very important to be both opened up and warmed up physically for a crit.”

5.) Rolling stock: “I like running the HED Stinger 6 wheels in crits with

Challenge Strada tires. That’s a really fast setup with plenty of grip for the tight corners. Otherwise, I run the same bike and setup as I do for the road and training—changing positions or setup could lead to physical problems.”

6.) Fuel for the fire: “You’ve got to be fueled up well for a crit. Even though it’s short, you use a lot of energy. I also take a few Clif Shots with me and carry Clif electrolyte mix in my bottles. It’s really important to keep the sugar levels up.”

7.) Starter for 10: “Your start position can make or break you in some crits. I always try to get a good start position, and that’s usually more important than a good warmup. Get in the right gear to get away fast, be focused on the best lines for the initial half a lap, and be alert and on the ball with the starter—and try and get well to the fore without over-cooking things too much.”

8.) Where to ride: “Obviously there are so many variables on this one, but the best place to ride the majority of crits is between 15 to 25 guys back.

Some crits are easy to sit in further back in the field, but then you’re more susceptible to crashes. If a circuit is very technical or wet, then you need to try and stay a little closer to the front, as things can split and accidents can happen. This is more important in an amateur race, where riders may be a little less experienced and abilities vary more.”

9.) Rehearse your lines: “I always do at least a lap or two of a crit course before I race in order to get a feel for the different lines. Then, in the race, I try to stay safe, hold my position and find the fastest side of the pack to ride on. Sometimes the inside line through a turn is faster, or sometimes you can carry more speed on the outside and reduce the depth of the accelerations.

Start at the front and work on being smooth and saving energy. Often riders get caught up in fighting for position and waste energy by taking bad lines and/or chopping other riders in the pack. Give an inch, gain a mile.”

10.) Relax to finish: “Most of the time, if you relax and back off a bit in the technical sections, you will have more energy to accelerate in the section of the race that really matters. That way you will reduce your risk of crashing, also giving you a better chance of actually reaching the finish line.” ■ www.roadbikeaction.com

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RBATECH

PUT A LID ON IT

Four new helmets worth your consideration

LAZER STATS

➥

What’s the most important piece of equipment in a cyclist’s repertoire? Besides a bike, the answer is a helmet. Simply put, you need to wear one—we’re talking about your head, so keep it safe! And if you’ve been rocking the same lid for a few years—even if it hasn’t been involved in a crash—it’s time to start thinking about a replacement. And because everyone’s head is shaped differently, the most important thing to consider when helmet shopping is fit. Try before you buy, and make sure it can be easily adjusted to comfortably encase your melon. We’ve rounded up four unique options, all priced within $30 of each other. Each has an easy-to-use retention system and passes both the CPSC and CE standards for use in the United States and Europe, respectively.

But the similarities stop there. So, which one is best for you?

LAZER GENESIS Belgian outfit Lazer has been producing helmets for 93 years, and their catalog consists of protective lids for cycling, motorcycling and snow sports.

The Genesis is one of five road models offered, and it sports 19 vents and comes in two sizes. The vast majority of helmets on the market (and, indeed, each of the three other helmets in our comparison) use a retention device 120

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mounted at the back of the head and underneath the helmet shell. Lazer’s signature Rollsys closure positions the dial on top of the shell. More importantly, unlike the others, the Rollsys design tightens and loosens a metal microfilament strap that completely encircles your head (versus just pressing against the back) and is covered with X-Static antimicrobial padding. Luckily (for anyone who finds the “Lion of Flanders” motif a bit too loud) Lazer offers the Genesis in no fewer than 11 color choices.

THE RIDE Without a doubt, the Rollsys retention design makes the Genesis the most unique helmet in our comparison and also provides the most secure fit. The straps are easily adjustable and secure as well, with locking web splitters and a straightforward buckle. At speed, the Genesis vents adequately, if not superbly so. It’s also the secondheaviest helmet we tested, but offers a comfortable fit regardless, thanks largely to well-placed padding and smooth contours. There’s no height adjustability for the retention device, something more and more helmet makers are offering in newer models, but the Genesis features some plastic loops at the back that sit reasonably low on your head. So, again, top marks are scored for fit.

Price: $175 Weight: 309 grams Sizes: XXS–M (tested), L–XL www.lazersport.com

LOUIS GARNEAU X-LITE Founded by the professional Canadian racer of the same name, Louis Garneau offers an extensive line of road and time-trial helmets, with their lightest option being the X-Lite.

No fewer than 37 vents provide airflow while keeping the weight down.

Padding at the front of the helmet is removable for washing, as is a swath of padding on the rear retention device. This Spiderlock dial system is

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THE RIDE With a name like “X-Lite,” it better be lightweight. And, sure enough, Louis Garneau’s option is the lightest in our helmet comparison. While most designers would be forced to leave out some bells and whistles to achieve such a low weight, the engineers at LG managed to sneak in all of the elements that we’ve come to expect from a top-end helmet—fully adjustable side straps, a hearty and secure buckle, comfortable padding and an easy-to-use retention dial.

Unfortunately, the X-Lite’s fit is the roundest in our comparison, and testers preferred the more form-fitting, ovalized shape of the other models.

Despite having the greatest number of vents, many of them are quite small, particularly in the frontal area. Testers felt that the X-Lite had the least effective venting.

LOUIS GARNEAU STATS one-hand operational and features a small amount of height adjustment for personalizing your fit. The side straps feature the brand’s Steplock SL

Dividers, which sport a small cam design to quickly allow for strap adjustment. Three sizes and five colors are available.

Price: $169.99 Weight: 204 grams Sizes: Small, medium (tested), large www.louisgarneau.com

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RBATECH SPECIALIZED S3 In this age of product and market diversification, it’s become commonplace for many legacy companies to branch out into new product categories.

Of all the bike brands pushing helmets, none have as much history of also being a successful helmet maker as Specialized—they’ve been in the business since the mid-’80s. Like their high-end Prevail model found scattered throughout the ProTour, Specialized’s second-priciest S3 model features the brand’s signature “Mega Mouthport” front vent, in addition to 27 additional vents. Its Mindset micro-dial fit system includes height adjustability for a personalized fit, while minimalist, nonadjustable straps help keep the weight down. Available in three sizes and four colors, the S3 also sports a Kevlar-reinforced skeleton for added strength, as well as padding that can be removed for easy cleaning.

MAVIC PLASMA With over 100 years of wheelmaking to their name, Mavic has now jumped head first into the soft-goods market with some impressively technical designs. As with the brand’s clothing and footwear, the name of Mavic’s game is “Ergo.” In its quest to bring some new headgear to the market, the French brand surveyed no fewer than 25,000 heads to come up with “Ergo Shape,” the overall fit that Mavic claims will comfortably suit the greatest number of heads on the road. “Ergo Fit” refers to the Plasma’s padding, which is a removable, onepiece design that features moisture-

wicking properties and multiple foam densities. Finally, the retention system is called “Ergo Hold,” which has its own swath of padding and a large dial that provides up to 6cm of adjustability.

THE RIDE While the other three helmets in our comparison each sport a particularly impressive feature (low weight, venting, secure fit), the Mavic Plasma does not; instead, it does everything well, even if no one aspect is absolutely stellar. It does have the most ample padding, its retention dial feels particularly sturdy, and the side straps are easily adjustable. Although the heaviest model in our comparison, the Plasma ranked second in the venting category. But, what’s particularly appealing about the Plasma are the details, such as the recesses in the padding, which allow the straps to sit more comfortably on the sides of your head, and the reflective details in the graphics. Our only real complaints with the Plasma are the limited (three-position) height adjustment for the rear retention device, and its distinction as the heaviest helmet in this comparison.

MAVIC STATS Price: $180 Weight: 315 grams Sizes: Small, medium (tested), large www.mavic.com 122

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THE RIDE The best thing about the S3 is its simplicity, including a straightforward oval shape that fits most heads. We’re big fans of its retention system, which features a small, single-hand-operated dial and the most height adjustability of our four test helmets. Simply pulling the retention device downward will get it to sit very low on your head, which some testers greatly appreciate. Tester opinions were divided, however, on the simplicity of the side straps, specifically the Tri-Fix webbing splitter that leaves zero adjustability around the ears because the straps are fixed in place. It’s a one-size-fits-all concept that yields a

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lower weight, and is ideal for some, but merely works for most. To accommodate the fit needs of those with large heads, this strap junction sits quite low on the average rider’s head and leaves one wanting a bit more personalization.

Out on the road, the S3 provided the best ventilation out of all the helmets in our comparison, and it’s also the second lightest of the four lids surveyed.

SPECIALIZED STATS

THE VERDICT

Price: $150 Weight: 232 grams Sizes: Small, medium (tested), large www.specialized.com

Like saddles and shoes, helmets are a very personal item, and what fits one rider perfectly may provide unbearable discomfort to another. That said, each of the four helmets in our test offers a great list of features, making them all a smart choice for the discerning cyclist. The Specialized S3 offers the best ventilation, but is lacking in adjustability. Lazer’s Genesis provides the most secure fit and with a unique design to boot, but it could stand to lose a few grams and vent a bit better.

If you’re looking for a lightweight helmet, consider the X-Lite from Louis Garneau, but note that its fit is rounder than most and its retention device is a tad flimsy.

Mavic’s Plasma is a helmet that should please most, with its combination of comfortable padding, solid closure dial and sharp aesthetics. ■

PUNCH LINES • Best venting? The Specialized S3 • The Lazer Genesis offers the most secure fit • Weight weenies should choose the Louis Garneau X-Lite • The Mavic Plasma does it all

"A really outstanding product: very fast and reliable, but with an excellent grip at the same time. It’s the best advantage imaginable on rain-soaked alpine passes. That is why Schwalbe is RADIOSHACK NISSAN TREK’s top-choice tire."

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While it is true that all the best racers in the world rely on tubular tires, the rest of us don’t. It’s true, too, that the reason the racers prefer tubular is because they have a ride quality unique to their glued-on existence. As for the tire brands that sell the clincher tires that the 99 percent of us use, the “tubular ride” has been the holy grail for their higher-end offerings With nine different models already found in Kenda’s line of road tires, you’d be excused for thinking that there wouldn’t be room for another.

Apparently, Kenda thinks differently, and that’s where their performance-oriented Kountach comes in, which represents their best effort at attaining their version of that holy grail. Named after the lightning-fast Lamborghini sports car, the Kenda Kountach represents the company’s lightest and smoothest-riding clincher tire yet.

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THE TECH The top of Kenda’s racing tire heap has traditionally been held by the Kaliente Pro, a 230-gram tire with a Kevlar-type material called “Iron Cloak” that encompasses the entire casing.

Overall, the Kaliente has been a solidperforming tire that is within the weight realm of race tires from the likes of industry rivals Continental, Michelin and Maxxis. The Kountach deviates from the Kaliente Pro’s blueprint with one critical change, a change that adds performance but can also result in potential drawbacks for some riders.

Rather than having the Iron Cloak stretch from sidewall to sidewall, it is only under the tread of the Kountach.

This reduces the weight to 204 grams; at the same time, it improves the sidewall’s flexibility and suppleness, giving it a smoother-riding experience. But, it also reduces the sidewall’s resistance to road debris, a sacrifice most racers are willing to make in the pursuit of improved performance. The Kountach retains the R2C dual-durometer rubber compound found on the Kaliente Pro,

which uses a 68-durometer compound on the center tread to minimize rolling resistance. The shoulders receive a softer, 60-durometer rubber to maximize grip while cornering.

THE RIDE We wanted more than just a few hundred miles to test the Kountach— our test was going to be until failure, taking it down all the way to the cords of the casing. It took 1554 miles before the rubber on the rear gave way to the cords. And in that time, we only had one flat tire (a large goat-head thorn in the rear tire) and no issues with sidewall damage. Impressive. We normally run 105 to 107 psi, and when we jumped the pressure up to a race-ready 110 psi, the ride quality was improved over the Kaliente Pro. The dual-durometer rubber compound’s cornering traction was exceptional in dry conditions, even with pressure as high as 110 psi. In wet conditions, we dropped the pressure down to 100 psi; this gave us adequate control when cornering, without the unnerving feel of tire slippage in a turn.

THE VERDICT Thanks to the ride quality and weight savings, Kenda has a true contender in the elite, racing clincher market with the Kountach. However, over the course of our review, it was evident that they don’t need to be slipped on only for race day. As an everyday-use tire, the Kountach held up extremely well for being such a lightweight, which is a boon for performance-oriented riders who never find their way to a sanctioned race. We were also happy to learn that a new 25mm-width version is slated for release in late summer, a welcome addition since 25s are the new 23. If you want to spice up your bike’s looks, the Kountach comes in your choice of red, green and white colors, plus standard black. ■

STATS Price: $59.99 Weight: 204 grams Size: 23c Colors: red, green, white and black www.kendausa.com

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By Neil Shirley

RBAQ&A

Send your questions to: letters@roadbikeaction.com before, and I’m more worried about it leaving my muscles too fatigued— what do you say?

The Pro’s Closet ships around 200 packages a day, employs 19 people, and is currently the largest used cycling source on eBay.

Doing yoga can definitely be a big advantage to cycling, because on the bike, your range of motion is very limited. Yoga can help prevent injuries by increasing flexibility and body awareness. Increased range of motion, reduced muscle tension and increased blood flow are all benefits of the type of stretching that happens in yoga. But, even with all the benefits that yoga can provide, I definitely do not recommend doing it for the first time the day before a big ride.

Chances are you’ll be a little sore for a day or two after the initial class—not something you want to deal with on a ride that has been a goal. I would suggest doing yoga consistently— either in a class or by watching a video—at the very minimum once a week, preferably two to three times a week. Once your body adapts to the yoga positions, it would be fine to do it the day before a big ride. ■

Photo: Courtesy The Pros’ Closet

SECONDHAND PARTS

ROLL IT OR ICE IT

I noticed that pros get new gear every year. Do teams sell their old kits, bikes and accessories? If they do, how can I pursue this to purchase old items?

Harrison

I’ve been having discomfort in my right IT band and knee recently that’s keeping me from riding regularly. I’m curious, when I do ride, what should my post-ride therapy be: ice or foam roller?

Trevor Rice

The pros get new clothing and equipment every year. Depending on the rider’s contract, he may or may not get to keep his bike(s), but the clothing is always the rider’s to keep. It would be worth a shot contacting a team if you’re interested in a team issue bike at the end of the season. They often have extra equipment to get rid of, but usually they don’t advertise the selling of it in order to avoid upsetting the sponsors that provided the product.

As far as clothing goes, eBay is your best shot. Riders will either post old or new kits at the end of the season themselves or send them to a third-party seller. The Pros’ Closet and The Pros’ Stuff specialize in selling pro equipment. www.theproscloset.com www.theprosstuff.com

Ice should always come first.

Inflammation will be the highest immediately after the ride, and the ice will reduce the inflammation and allow it to recover/heal quicker. Do two or three 10-minute icing intervals as quickly as possible post-ride. A foam roller can be used later on, but be conservative on the injured muscle. Focus on rolling the muscles around the injured area to keep them loose and to potentially alleviate the cause of the injury in the first place.

As the injury gets better and the pain decreases, you can be more aggressive in rolling the entire muscle.

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YOGA—GOOD OR BAD? My friend says I should take a onehour yoga class the day before a century ride in order to stay flexible during the ride. I’ve never tried yoga

The riders of UnitedHealthcare Pro Cycling Team regularly add yoga, stretching, and balance work into their schedules.

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{BEING PRO}

Jeff Louder

Photo: Jonathan Devich/EpicImages

Hometown: Salt Lake City, Utah Age: 34 Team: UnitedHealthcare U.S. to Europe and back again: This is my 13th year as a professional, and I have to say, it’s really nice being back with UnitedHealthcare. The team was called HealthNet when I left in 2006, but it’s still the same management and even some of the same riders, like Karl Menzies and Rory Sutherland. It was hard to leave HealthNet when I did, but I had to take the opportunity BMC was giving me, and I had four good years with them.

There are a lot of new faces, but the atmosphere on the team is good, and the entire program has grown a lot. For me, it’s nice and comfortable.

The team is growing up from a sort of grassroots feeling, a 100-percent American-grown team with a family atmosphere.

I’m looking forward to having a different role than what I’ve had the past few years, one where I’ll have opportunities in the races, and that motivates me. Even though my goals are further off in the season, the momentum is already building.

BMC and Cadel: On BMC, it seemed like there was unlimited funding for the team. There were so many staff members, and everything was really organized and taken care of; we could just entirely focus on doing our job—riding our bikes. When I was first there, I was kind of at the top of the totem pole, and then I started sliding down, especially when Cadel Evans came in. It was a big change in roles, and a little hard on the pride. From having the pressure to succeed to still having the pressure to do well, but in a different way and a different role, I felt like I had become just a number or a spot on the roster. I have no

complaints about BMC, though. It was great, just different.

2012 racing goals: The big three—Colorado, Utah and California are kind of my personal stage race goals. In California, my goal is to support the team and help the guys who are better suited— like Rory Sutherland, who’s been top 10 overall the past two years, and our sprinters.

I’d like to improve on my finishes in Utah and Colorado and make my mark on those races. The altitude at those events hurts so many riders, but coming from Salt Lake City, I’m already acclimated so it suits me. Tour of Utah is my favorite race and the one I think about all year since it’s my hometown event.

Family and racing: My wife and kids are where I find a lot of my motivation, and that makes me work as hard as I can to bring the food home.

But, at the same time, this is a job where you are on the road a lot, and so it’s hard to be away as much as we are. That aspect is hard. It’s hard to miss milestones. You miss two weeks in an 8-month-old’s life and he is different when you get home. But this is my profession, and I’m doing my best to support my family.

Valuable advice: What has paid off for me is trying to be as even-keeled as possible and to try to roll with the punches. This can be a disappointing sport, so you kind of have to find enjoyment out of the whole process. The end result is to win races, but it happens so infrequently that you have to find motivation and enjoyment in the process of being a bike racer. If you can do that and enjoy every day for what it is, then that’s what gets you to the future and through the hard parts. ■ www.roadbikeaction.com

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GIRLTALK

By RaeLynn Milley

SEA OTTER OUTTAKES

Three-time Leadville winner Rebecca Rusch hosted a daily “Ladies Lounge” event at the SRAM booth.

She delivered insight and tips into the lives, habits and training regimens of professional women cyclists.

Discussions included racing, mechanics, training, and countless Q&A sessions. Every day the women who attended were treated to a large raffle with prizes donated by Specialized, SRAM, Buff and more. www.goldruschtour.com

Christine Culver indulged the ladies with her unique jewelry and hand-screened notecards. I love what Christine said about her recycled spoke bracelets: “I love making bracelets from old spokes. Who knows how many miles they have traveled and what adventures they have made possible.” www.dhbetty.com

Gnarlube, the “purveyors of fine cycling lubricants,” gets my vote for the company having the most fun at Sea Otter. Their honey-bear-packaged lubricants smell like vanilla and coconut and add a bit of excitement and humor to the lube world. www.gnarlube.com

Fizik showed off their extensive line of saddles and shoes, including the R3 Donna women's model. It features an upper crafted from a combination of kangaroo leather and microtex, Fizik's signature sail cloth closure straps, an aluminum buckle and a carbon fiber outsole. Available in Euro sizes 37-43. ■ www.fizik.com

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INTHEMIX GLOBE DAILY 2 Globe is Specialized’s brand of simple, affordable lifestyle bikes that are ideally suited for commuting and casual riding. The Daily comes in three build options, with the midrange Daily 2 featuring an aluminum frame that is paired with a rugged, steel fork. Its drivetrain consists of a single chainring and an 8-speed cassette, with shifting duties handled by a Shimano Acera rear derailleur and Alivio Radpifire thumb shifters. Available in four sizes and two colors.

Price: $660 www.specialized.com/globe

IBIS SILK SL Although best known for making some unique mountain bikes, Ibis also offers a road bike and cyclocross model. The carbon monocoque Silk SL is available in two frame colors and three build options, including both Shimano Dura-Ace and Ultegra drivetrains and a SRAM Rival version.

In addition to a Rival crankset, shifters and rear derailleur, this particular build also includes aluminum cockpit components from Ibis and a set of Easton EC70 SL aluminum clincher wheels and Michelin tires.

Price: $2701.99 www.ibiscycles.com

FELT Z4 Felt’s line of Z-series endurance road bikes is eight-deep, with the Z4 slotting into the third-priciest slot. Its carbon frame features a longer wheelbase and taller head tube than the brand’s equivalent F-series bike, both designed to add stability and offer a more upright riding position. Built with a mixed drivetrain of Shimano Ultegra shifters and derailleurs and an FSA Team Issue Compact crankset, the Z4 rolls on Mavic Ksyrium wheels wrapped in Vittoria Rubino Pro tires in size 25c. The build is completed with Felt’s own cockpit components, including an aluminum stem and handlebar combination and a 27.2mm carbon seatpost. ■ Price: $3199 www.feltbicycles.com 132

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ONTHESTREETS TIFOSI SUNGLASSES Tifosi has carved out a niche by offering a variety of performance eyewear for low retail prices. With no fewer than 27 models in the brand’s current lineup, Tifosi certainly offers something for everyone.

Three models ideal for cycling are the Tempt, Roubaix and Dolomite, and each is available in a variety of frame and lens color options. Each model features a frame crafted from Tifosi’s Grilamid TR-90 material, a compound that is flexible enough to resist breakage and is also resistant to UV rays. The Tempt and Roubaix also feature adjustable ear and nosepieces and interchangeable lenses.

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PRESTA CYCLE RATCHET & LEVER Prestalever’s patent-pending design allows for quick and easy tire removal and installation. A system of three nylon Prestalevers enables you to scoop even the tightest tires out of a rim bed, while the integrated “rim hook” ensures that the tool doesn’t slip out of the rim, causing a dropped bead. Prestacycle’s Prestaratchet is an ideal tool for working on delicate carbon fiber parts. Measuring only 5 inches long, the Prestaratchet is crafted from hardened steel and can get in tight places that other wrenches can’t. The Tool Bit set contains 20 bits to use in conjunction with the Prestaratchet.

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RAPHA FIVE DECADES SHIRTS In celebration of the 2012 Tour de France, Rapha has released a limited-edition series of high-quality, cotton T-shirts celebrating the greatest Tour de France champions from the past five decades: Jacques Anquetil in ’62, Eddy Merckx in ’72, Bernard Hinault in ’82, Miguel Indurain in ’92 and Lance Armstrong in ’02. Each legendary cyclist went on to claim five or more victories in Le Grande Boucle, and those dates are printed on the right sleeve.

On the back, below each collar, is a unique icon based on the rider’s nickname, and the left-side panel is inspired by his most popular team kit. ■ Price: $60 each or $240 for all five, plus a special musette bag www.rapha.com 134

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LASTSHOTS

And you think you've got it bad with traffic! The start at Amstel Gold always presents a challenge for 150 riders as they try to fit themselves on a road clearly not intended for so many riders at one time.

Photo: Bettini

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LASTSHOTS

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