Aimed at road and gravel cyclists, the new Ritchey Logic Cabrillo saddle gives them their first short-and-wide saddle design. While it looks very much like a traditional saddle, the dimensions don’t lie.

The Cabrillo comes in two versions, WCS and Comp. Both use Ritchey’s Vector Wing shell design, which isolates the rails from the top, creating a flex zone to suspend the rider without making the saddle squishy.

The Cabrillo WCS gets a nylon & carbon shell with stainless steel rails and lightweight polyurethane foam padding. It weighs 222g and costs $99.95.

The Cabrillo Comp gets a nylon & glass fiber shell with chromoly rails and standard foam padding. Weight is 266g, price is $59.95.

It’s mildly short compared to some other brands, measuring 260mm long. That’s 18mm shorter than their Streem saddle.

The top profile is flat from tip to tail, making it easier to slide fore/aft on the saddle over technical terrain, which makes it perfect for cyclocross. A slight curve from side to side mimics other popular short-and-wide designs to offer good sit bone support without hindering hip and leg movement.

The unisex design has a slim center channel to reduce pressure on the perineal area. Available now.

RitcheyLogic.com

The post Ritchey Cabrillo is Their First Short-Nosed Saddle appeared first on Bikerumor.

It looks as though Cannondale has an update on the way for its gravel/cyclocross machine, the SuperSix Evo. How do we know? Check out some FloBikes coverage from the past couple of cyclocross races and world cups.

You’ll notice that some of the Deschacht Hens Maes CX Team sports an excellent blue and yellow team frame, but the one-piece bar/stem has cable routing that goes nicely through the frame and fork. The team also covered the cable port in the fork. Deschacht Hens Maes rider Anton Ferdinande, shared photos, and you can clearly see the updates.

New Cannondale SuperSix Evo

Why? If you’ve followed the updates from most cyclocross and gravel bikes (like the Canyon Inflite), manufacturers are now looking to make the sleekest and cleanest-looking silhouette possible.

This means hiding the cables and adding as much integration as possible. The internal cable routing makes for easier shouldering, no brake hose fighting, and a slightly more aero machine overall.

What does this mean for the Cannondale SuperSix Evo SE?

Like many other US manufacturers (excluding Trek), Cannondale have combined their gravel and cyclocross offerings. The SuperSix Evo SE is the fast, lightweight gravel race bike in the Cannondale roster.

The geo is still great for cyclocross; the only real change from year to year has been the tire clearance and dropped seat stays. That said, Cannondale may be using this update as a time to refresh some pieces of the SuperSix Evo SE/CX frame that might be outstanding.

We loved the Cannondale SuperSix Evo CX we reviewed – check it out here.

What’s on our wish list for the new SuperSix Evo SE/CX?

First, I would love to see the SI-dished wheels disappear. This upgrade is problematic for a cyclocross athlete who doesn’t have a full truck of wheels at their disposal or a gravel racer looking for a wheel swap from neutral support after a flat.

A threaded BSA bottom bracket would be nice. The newest Cannondale Synapse came equipped with outstanding specs, and the BSA bottom bracket was one of them. The BSA bottom bracket style allows for easy component swaps and maintenance on the user end. Because gravel and cyclocross racers can roast a bottom bracket faster than you can say, “What pressure are you running?”

Easy to route/service internal cable routing. On the service side, internally routed cables can be a nightmare. Swapping out a headset can be a longer process than needed and could mean skipping service intervals for riders. Easy stem swaps and size adjustments can be just as painful. We hope the new SuperSix Evo SE/CX comes with thoughtful internal routing that won’t take a week at the shop for a 10mm stem swap.

What’s next?

For now, we must sit, wait and see what comes. If you’re an eagle eye with spec, watch the cyclocross races and the athletes’ Instagram profiles for a sneak peek of what might be coming.

What would you like to see in the new Cannondale Supersix Evo — Let us know in the comments!

The post Spotted: Is a New Cannondale SuperSix Evo in the Works? appeared first on Bikerumor.

Back at the start of December, Ratio unveiled their new drivetrain universal-fit Aero DM 1x chainrings, but also quietly rolled out a tiny alloy cable spool to bring life back to old SRAM dropbar shifters. And it’s a tiny little widget that’s the perfect example of what Ratio Technology does best.

• Develop low-cost solutions to extend the life of, or even significantly upgrade, the drivetrain components you already have. So…

What’s a Ratio Cable Spool? Why your SRAM shifter needs it?

Alright, so inside every SRAM 10-speed and 11-speed righthand shifter is a little plastic cable spool. That serves as the connection point between the end of your inner shift cable and the toothed ratchet inside the shifter that controls the indexed shifting of your rear derailleur.

Ratio says, “the most common failure mechanism for a SRAM shifter appears to be the cable pulling through [this] cable spool“. But SRAM doesn’t typically offer this as a service part, so a damaged shifter would most often be trashed.

A couple of years ago, Ratio made a 3D-printed nylon replacement spool with the double benefit of keeping old shifters on the road AND allowing further upgrades with custom Ratio ratchets. And they routinely sold out.

See, Ratio’s 3D-printed steel ratchets allow you to upgrade SRAM 11-speed mechanical shifters.

First, that was an upgrade to Eagle 12sp, then 1x or 2x road 12sp, then Campy Ekar-spaced 13sp, and most recently to road 12sp Shimano cassettes for even cheaper upgrading. That’s a lot of new life for old 11sp shifters.

But even first gen SRAM 10-speed that debuted in 2006 (two years older than Bikerumor!) can get those same upgrades, if you replace their original cable spool & ratchet with Ratio’s new versions.

Now, Ratio machines this new aluminum version from 6082 alloy in the UK’s Lakes District for extra durability.

And of course good looks. At least for those moments you see it during the DIY upgrade installation. And maybe for the glimpse you might see when changing your shift cables.

Ratio Cable Spool – Pricing & Compatibility

The new machined and anodized blue Ratio Cable Spool sells for just £24.50 (~$26 / 24€). That just includes the spool, install bolt & a sticker. Ratchets sold separately.

It will fit inside every 10 and 11-speed version of SRAM’s dropbar road, cyclocross & gravel righthand shifters as a replacement for the stock white or red plastic cable spool if damaged. That’s Red, Force, Rival & Apex. It is compatible with the stock SRAM 11sp ratchet, or… You can also install the alloy Ratio Cable Spool in the oldest (white spool) 10-speed shifters to upgrade them to one of Ratio’s newest 12 or 13-speed ratchets.

Note: 11sp SRAM shifters do NOT need this spool in order to upgrade to 12/13sp. That is, if their red plastic spool is not damaged. Read more here if you need extra clarification.

Get the new spool, upgrade ratchets, derailleur cage upgrades, and 1x chainrings that work with ALL 12 & 13-speed drivetrains – all UK-made and direct from Ratio now at:

RatioTechnology.com

The post Indestructible Alloy Ratio Cable Spool Revives Old SRAM Shifters, Opens Up 12-speeds too! appeared first on Bikerumor.

After finally picking up their dream bike and blazing through the honeymoon period with the perfect new rig, many cyclists inevitably begin tinkering.

The perfect bike they spent months researching before pulling the trigger now seems like it could be even better. One of the first places many riders go when looking for upgrades is a new wheelset. Wheels can provide an astonishingly different feel and ride experience.

Depending on construction, they can also play a huge role in efficiency and performance. There’s no shortage of metrics to consider when choosing a new wheelset, but one of the bigger questions to answer is whether a new wheel will be hookless, or a traditional “hooked” wheel.

Both have their benefits and drawbacks, but even as hookless wheels have exploded in popularity in recent years, many folks may be unaware of exactly what they are, or what they can bring to the table.

What are hookless wheels?

In the old days of the early to mid-2010s, wheelset designs, including the expanding tubeless compatible options erupting onto the market, featured an edge of the rim that curved into a sort of hook.

The hook allows a tire’s bead to snap and lock into place with added security as it is essentially being gripped by the hook. The hooked design also helped inner tubes mold into the correct position to interface with the rim and tire.

However, as carbon and tubeless wheels grew ever more popular, manufacturers began to ditch the traditional hook in favor of a flat, or straight-wall design that we now refer to as hookless. You may also hear hookless referred to as TSS, or Tubeless Straight Side. Designers build these wheels specifically for modern tubeless setups, making them ideal platforms to run at much lower pressures.

How do hookless rims work?

Instead of a hooked bead, tires fitted to hookless rims rely on pressure to lock into place.

Hunt Bike Wheels was among the first pioneers to begin bringing hookless technology to bike tires in 2016.

According to Hunt, the key factors for a tire to fit a hookless rim properly include ensuring that the rim is of the right diameter at the bead seat (the flat section that the tire sits on), that the bead seat is wide enough that the tire can sit square, and that the bead is not folded over and can work optimally. 

“When the tire is inflated and in service [on a hooked rim], it is not sitting on the bead seat but pressed into the side wall a few millimeters up the hook, and it is the bead core on the tire that is providing the reactive force to keep the tire in place,” Hunt said. “When using tubeless for this reason it is important that your tubeless tape does go up the hook a few mm just to make a good seal.”

These types of wheels have been the norm in cars and motorcycles for a long time. But with the higher pressures historically associated with road riding and to some extent, gravel riding, cycling was initially hesitant to jump on the train. That, however, has been changing.

What are the benefits of hookless wheels?

The hookless trend gained particular popularity in the mountain bike realm, where riders moved long ago toward lower tire pressures that are well suited to hookless systems.

But Hunt brought the hookless party to its road wheels too, offering what was then its H_LOCK Wedge technology on its 55 Carbon Wide Aero and 30/50 Carbon Aero Disc wheels from 2016 through 2018.

Hunt said its early iterations of hookless wheels produced rims that were 10 to 15 grams lighter at a lower price. That trend has continued into its modern hookless products, which it said feature stronger rim construction, lighter weight, lower manufacturing costs, and a more aerodynamic profile.

“Hookless rims [side walls] help reduce drag because they don’t pinch the tire sidewall inward, thus leading to the tire profile sitting slightly taller and creating a more seamless transition between the tire and rim,” Hunt said. “As a result, you get a slightly faster shape for the tire in most setups.”

Likewise, lower pressures associated with hookless wheels allow for better grip, and since there are no inner tubes and a more natural tire surface, flats should happen less frequently.

What are the drawbacks to hookless wheels?

While hookless wheels come with the benefits of aerodynamics and strength, they are not without their drawbacks.

Since pressure keeps a tire seated in position on a hookless rim, the interface between the tire and rim has to be precise in order to function properly. Even a tenth of a millimeter can cause problems, so not all tires can fit any hookless wheel. That turned a lot of cyclists off in the early days of hookless technology, as some would not be able to run the tire they wanted on a particular rim. However, as time has gone on, the range of tires suitable for hookless wheels has grown considerably.

“With the ETRTO [European Tire & Rim Technical Organization] having standardized the internal rim contour for hookless rims for the last few years, it has allowed the tire manufacturers to bring a range of tires out that match this internal shape,” Hunt said. “With ‘standardized’ rims, riders have more choice, easier fitment, and better performance out of the combination.”

Most brands include lists of tires that they’ve tested and confirmed perform as intended on their wheels.

But still, hookless tires have some limits to which tires will work, and whether they can accommodate a tube in a pinch or not.

Current standards for hookless wheels also require considerably lower pressures. Hookless wheels shouldn’t reach above 72.5 PSI, according to Hunt, so anyone who favors a higher PSI may want a rim that can accommodate higher pressures.

That may not seem like an issue for mountain bikers or gravel cyclists, whose PSIs usually sit well below 70, but road cyclists whose pressures often reach well above 70 and above may prefer something that can firm up more.

Which to choose

Almost every major wheel manufacturer makes both hooked and hookless options, and both can be stellar. Making the right choice comes down to each rider’s particular discipline, style, and needs.

Riders who enjoy the benefits of lower pressures, slight aerodynamic advantages, and who aren’t extremely particular about tire choice would probably be more than happy on a hookless wheel. Those who absolutely have to have a particular tire, who prefer to run their tires at high PSIs, or who often find themselves using tubes, may prefer a hooked option.

This post is sponsored by Hunt Bike Wheels. Learn more about Hunts hookless wheels at us.huntbikewheels.com.

The post AASQ: What’s the Difference Between Hookless Rims and Traditional (Hooked) Rims? appeared first on Bikerumor.

If you haven’t watched the men’s elite US cyclocross national championship in Louisville, do yourself a favor and check it out now — we’ll wait. Full contact racing and a fight for every feature, that’s what national championship racing is all about. There were crashes, mechanicals, sharp elbows, and lots of power. Ultimately, on-lookers were treated to an inspiring ride by the Pan-American champ (now current US National champ) Eric Brunner (WTB/Pivot Endurance).

We caught up with Eric and his team before the race and discussed his Pivot Vault, tire selection, and the changing course conditions.

The Race

When the lights turned green — the riders charged the slight uphill start straight, battling to be first to the stairs. Andrew Strohmeyer (CXD Trek Bikes) took the hole shot and quickly distanced himself from the field, with Brunner’s teammate Scott Funston (WTB/Pivot Endurance) on his wheel. After the first lap, the duo was joined by defending champion Curtis White (Steve Tilford Foundation) and former national champion Eric Brunner.

The select group traded blows at the front while jockeying for position into features. On lap three, Brunner and Strohmeyer connect after the barriers, fighting for the lead. What looked like a small bump turned into something more. Sending Brunners Di2 derailleur into crash mode and sticking him in high gear on a muddy, challenging course. The same thing would happen a few minutes later. Causing Brunner to dismount and troubleshoot the problem far from pit two. The later crash mode incident would cause Brunner to lose touch with the lead group. Eventually drifting into 6th place behind Kerry Werner (Bikeflights p/b Kona Adventure Team).

The ensuing laps would see Funston and Strohmeyer duke it out, with Brunner a seeming afterthought. After a pit, however, Brunner rode himself back through the field, surmounting a considerable gap. Throughout the next four laps, Brunner caught and passed Strohmeyer displaying his maturity and perseverance. In the end, Brunner finished 9 seconds in front of Strohmeyer and 28 seconds in front of his teammate Funston.

Brunner pointed to the sky while crossing the line, dedicating his win to Magnus White. White was killed by a reckless driver while training in the lead-up to the UCI Road World Championships in Glasgow.

Brunner started the 2023 season early. Racing the LifeTime Grand Prix and partnering with Pivot and WTB on a new endurance-focused team. Brunner would pilot the Pivot Vault for most gravel races and the 2023 cyclocross season.

The Pivot Vault leans towards gravel, sporting dropped seat stays and a vibration-damping seat tube, but it is (clearly) capable on the cross course. Brunner’s team commented on the seatpost damper as an excellent tool for long-distance gravel racing but not a deciding factor for cyclocross.

Brunner’s Pivot Vault is decked out with a full Shimano Dura-Ace 12-speed Di2. Brunner rides a traditional 46/39 double gearing in the front and 11-34 in the rear.

Bunner has run a double for many years, and the setup is similar to his custom Blue Cycles (featured here).

The FSA/Vision cockpit is aero and tight. The fit works well with Brunner’s riding style and position on the bike. Brunner rolls the Vision Metron 4D aero bars and a FSA SLK 120mm stem. Like the groupset, Brunner’s team rolls on Shimano Dura-Ace tubular wheels with whatever tire best fits the course.

Since WTB sponsors the team and does not produce a ‘cross-tubular, Brunner is free to choose the best. The saddle, however, is all WTB, and like most road-focused WTB athletes, Brunner rolls on the WTB Gravelier. The front is narrow with lots of thigh glide room, and would be easy for on/off the bike ‘cross work.

For our photos and the race, the team chose Dugast Rhino 33mm tires (one of our favorites). The Rhino has a fast-rolling center tread and side knobs that grip well in off-camber terrain. Besides the grip, the Rhino clears mud quickly. With a fair amount of pavement on the Louiseville course, the Dugast Rhino was an excellent tire choice. As for what’s next; Brunner will head back to home base in Colorado and prep for his lead-up to Worlds later in the new year.

Eric Brunner’s Nationals Winning Pivot Vault

• Frame/Fork: Pivot Vault
• Bar: Vision Metron 4D 40
• Stem: FSA SL-K 120mm
• Shifter/Brakes: Shimano Dura-Ace R9200
• Rear Derailleur: Dura-Ace Di2 Rear Derailleur SHADOW RD 12-speed
• Crankset: Shimano Dura-Ace 170 46/39
• Cassette: Dura-Ace 11-34T
• Rotors: Dura-Ace 140
• Pedals: Shimano XTR
• Wheels: Dura-Ace
• Tires: Dugast Rhino 33 Storm Compound
• Saddle: WTB Gravelier
• Seatpost: FSA K-Force Light 27.2

For more info on Eric and his cyclocross program, check out WTB-Pivot-Endurance

The post CX National Championship Winning Bike: Eric Brunner’s Pivot Vault appeared first on Bikerumor.

Hey, were you guys born in a barn? Well, no… most of us weren’t, but Wisconsin’s Trek Bicycles was, in a red barn, so the story goes. Trek says the Red Barn Refresh program is the cycling industry’s first manufacturer-led, bike trade-in and refurbishment program. The goal here is to make it easy to “return a used bike in exchange for store credit”.

According to Trek, the used bikes are to be traded in at any Trek store or participating Trek retailer. The bike is then returned to the Red Barn in Waterloo, Wisconsin. There it will be “expertly revitalized to meet exacting standards, certified by a professional Trek technician”.

The bike will go through a 151-point inspection process to repair and replace what’s needed. Only then will it be “certified awesome” and resold online and at TrekBikes.com. The program’s purpose is to extend the bicycle’s lifecycle and reduce its carbon footprint.

To learn more about the program or buy a “pre-loved” bicycle, visit here.

Trek Says…

From the Press Release:

“Red Barn Refresh was dreamt up as a solution to extend the useable life of Trek’s bicycles. By giving bikes a second chance, Red Barn Refresh is extending a bike’s lifecycle, which will in turn reduce the cycling industry’s waste streams. 

The program also gives riders access to high-quality bikes at approachable price points while simultaneously providing a convenient way to trade-in quality-owned bicycles that many consumers may not know what to do with.

The program is part of Trek’s second Sustainability Report which outlines Trek’s goals to reduce emissions and the new ways that Trek is changing its business in order to better the planet.” 

Nothing wrong with riding a used bicycle. Go check out the program at the link below.

TrekBikes.com

The post Trade in and Trade Up with Trek’s Red Barn Refresh Used Bike Program appeared first on Bikerumor.

The new Shimano GRX gravel group is great, but the official 1x chainring options are limited. Shimano offers only 40- and 42-tooth rings. Wolf Tooth Component’s Drop Stop ST chainrings increase that substantially, with both round and oval options.

WTC’s options range from 36- to 46-tooth, and weights range from 65.5g up to 102g. They use same 110BCD asymmetric 4-bolt mounting pattern and 50mm chainline to match GRX’s specs. Larger 48, 50, and 52 tooth counts are in the works for later this year.

The “ST” versions are designed for Shimano’s 12-speed Hyperglide chains, which is what the new 12-speed GRX groups use. The same chainrings are also available in their “Drop Stop B” tooth profile, which is for SRAM FlatTop and Eagle 12-speed chains as well as 9/10/11/12-speed chains from KMC, Connex, Wipperman, and Campagnolo.

The new GRX group allows you to swap cassettes and derailleur cages, but these make it easier to change the gear ratios depending on the severity of the gravel you’re riding, without affecting the total gear range.

WolfToothComponents.com

The post Wolf Tooth Delivers More Chainring Options for 12-Speed Shimano GRX appeared first on Bikerumor.

If you’re a cyclocross maniac, you’re already posting about how #crossiscoming. Those utterly obsessed with the sport are also already building a tire coffer for the upcoming season. Challenge Tires knows better than anyone that August is ‘cross-prep month, and what better time to show off some brand-new designs while everyone’s stoke is at the max?

New Challenge CX Tires?

Challenge Tires is giving something to the elite-performance racer and the master blasters with an assortment of new tubeless race (red) tires and 38mm clinchers/tubulars.

First is the new tubeless clincher version of the famous “team only red” tubular tires. Unlike the red team tubulars, these new Team Edition (H-TLR) tires are available for everyone.

What makes them different than the tan-walled cotton tubeless tires? Well — they are red, and red is fast. Seriously though — when Challenge has a red sidewall tire, that usually denotes “team edition” or top of the heap.

In this instance, it’s the all-new Challenge Handmade 320TPI Team Edition (H-TLR) tire. These are the same tires we reported on back at Sea Otter Classic, but now we’ve had some training and rides and can give a full report (more on that later).

What makes the red side-walled tires slightly different is the casing. The new Team Edition Challenge H-TLRs use a 320TPI pre-sealed cotton casing. This slightly higher TPI (the tan walls are 300TPI) moves the ride slightly closer to a tubular feel while keeping the ease of tubeless protection.

The tread is Challenge’s own SMARTsoft Compound, the same tread compound found on the tubular version but it should be more active when paired with a higher TPI casing. The H-TLR RED Team Edition Cotton Series tires are available in the all-arounder Grifo tread and mud master Limus models for $99 per tire. We received both for our product review but spent most of the time on the Grifo since mud season is also coming, but not here yet.

Challenge TE Red H-TLR — Setup Impressions

The only thing I don’t like about the Challenge H-TLR is the setup, more precisely — mounting the tires. The bead is tight, and Challenge sells a tool to help users ease their mounting woes. But it’s a callous process; I found it less of a bear with the Challenge Gravel tires, but still; rough. Mounting the Team Edition (H-TLR) Grifos was no different than the first H-TLR experience.

Like most challenging tasks, though, the reward is worth it. My past version of the H-TLRs has yet to burp, and I’ve run some questionable pressures in the mud, so I guess the tight bead works. All of Challenge’s H-TLR cross tires are hookless rim compatible.

Challenge Team Edition (H-TLR) — Ride Impressions

Since this is a race tire, I tried to be respectful and keep my pavement time minimal. I like to ride to our local cyclocross course, which would be a great time to work out any possible tire issues.

On the road and limestone trail to the ‘cross course, the tires rolled fast, with a spring to them. I say this, having just come from the H-TLR version of the Grifos on the same wheelset. The Team Edition H-TLR tires have slightly more give and suppleness under the same 35 PSI as the standard H-TLR.

My first sessions on the course were dry and dusty. I kept the tires slightly higher in pressure (around 25-27 PSI) and felt confident in the corners and over roots/rocks. This was the sweet spot for my riding style and the slightly rocky features of the course.

When I dropped the pressure slightly (23-25 PSI), the tires felt more tubular-like but hit the rim more often. The tires did not go flat or puncture after rim dings. The Team Edition Grifo H-TLR tires are more pressure-sensitive than their tan wall counterpart.

When riding the Challenge 300tpi H-TLR tires, I would do a few course recon laps and pressure tests, give a “that as good as it gets,” and roll to the line. With the Team Edition Grifo H-TLR, you can drill down and find that just-right pressure, though it will take a bit like an excellent tubular.

I rode the Team Edition Grifo H-TLR tires in a proper mixed-condition session and was very happy with the tire feedback. The Challenge Team Edition H-TLR tires are the closest you can get to a tubular feel. The softened and suspension-like feel of the tire is very close to a tubular, and the rolling sensation is right on the money.

Product Details — Challenge TE Red H-TLR

• Size 700×33 / 33-622, UCI-legal
• Color Red casing, black tread
• Treads: Grifo, Limus
• Weight 390-392g
• Retail Price $99.99
• Available: Now

Challenge H-TLR and Tubular 38mm Tires

For those outside the UCI — 33mm width only rule, Challenge has released a dedicated 38mm H-TLR and 38mm tubular version of their Grifo and Limus tires.

The construction and tread are identical to the 33mm version, with about 31mm overall tread coverage. The only real difference about this product is the 38mm size offered. Challenge Tires is one of a select few making a dedicated 38mm cyclocross race tire, especially in a 38mm tubular.

I still abide by the 33mm tread width rule, but I couldn’t help but wonder how the 38mm tubular would handle out on a twisty cyclocross course. Yes — 38mm and wider gravel tires are used to race cyclocross, but a tubular has a slightly different feel.

I frequently train and race gravel on 38mm tires, but I was intrigued by the thought of a 38mm tubular, especially in the Grifo tread. The 38mm plus sizing is popular with riders looking for extra cushion, surviving bumpy courses, and doubles nicely as a gravel go-to.

Unlike a clincher, the tubular has a specific width to which it will inflate and a dedicated glue base tape to which the rim will adhere, making it 38mm and no larger. Challenges use the same base tape for the 38mm tubular tires as they do for the 33mm version.

I understand this decision, as there are no super wide rims to glue a wider base tape onto. The only ones that come to mind are the Shimano XTR Tubular MTB Wheels and the now-defunct Vittoria Tubular MTB wheels (both excellent). Maybe we will see more emerge with the hopeful popularity of 38mm race tubulars.

For the wheels, I settled on one of my favorites, the Hunt Tubular Race Wheels with a modern 25mm width for the 38mm tubular Grifo review rides. The tire wasn’t too big for the rim, and the base tape was a perfect fit.

There was nothing out of the ordinary about getting the 38mm Challenge Tubulars set up and rolling. The tire needed a day of pre-stretch, and mounting was straightforward and required minimal adjustment.

Challenge 38mm Girfo Tubular — First Ride Impressions

I took the Challenge Grifo 38mm tubulars out on our regular training circuit for some laps with the crew. The tire boasts all the suppleness of a tubular (duh), and the 38mm size soaked up much of the bumpy, freshly cut track.

Pressure-wise, the 38mm width can take some time to fine-tune. I was running around 23-25psi in the mud and could balance the squish of the casing, and the excellent feel of suppleness and grip. Regarding turning, the front wheel has a slightly different feel but nothing that would be hard for most riders to adjust.

The tread sits very high on the casing and doesn’t wrap around like most tubular treads. This is likely from the 33mm and the 38mm using the same tread. The high tread doesn’t interfere with the performance; it looks like a Dugast Typhoon and performs just as well as the 33mm.

Yes – there is a slight weight penalty (485g for the tubular and 427g for the H-TLR), but the ride quality definitely balances that out. I’m excited to race these at some masters races this year, especially on bumpy tracks cut the day before. I can see 38mm tubulars making a big impression on those leaving the 33mm bubble and moving from the UCI fields. The comfort and planted pedaling sensation is enough to give them a try; just make sure you’re bike will accommodate.

Product Details — Challenge (H-TLR) and Tubular 38mm

• Size 700×38 / 38-622 (non-UCI legal) 700×38 tubular
• Color: Black tread, tan casing
• Weight ~ 427g Grifo / 422g Limus / 485g Grifo Tubular
• Retail Price $84.99 HTLR / $99.00 Tubular
• Available: Now

For more info and to purchase, check out ChallengeTires.com

The post CX Tire Review: Challenge Team Edition Red H-TLR Tires & 38mm Grifo Tubular appeared first on Bikerumor.

Sometimes riders get so caught up in the mechanical specs of their bikes that they neglect the components that take a much more significant toll on their bodies.

Sure, having the latest Di2 or eTap systems installed, saving a few grams with a set of carbon handlebars, or swapping out tires may seem like logical upgrade choices, but if your contact points on the bike are uncomfortable, little else is going to matter.

Bike saddles, pedals, shoes, and grips come in as wide a variety of options as the hands, feet, and backsides that mount them. But a lot of people gloss over these critical elements until they encounter a noticeable problem. Even when that happens, many riders resort to guesswork, trying tons of products with different widths, shapes, and sizes until they arrive at a Goldilocks moment, or at least get close to one.

SQlab, a leading industry purveyor of all things ergonomic including saddles, grips, handlebars, bar ends, pedals, and more, has worked for years to cut out that trial and error. For example, in 2002, the brand claims it was the first manufacturer to design a system that measures a rider’s sit bones, the key contact points with the saddle. This helps dial in the correct saddle width.

While that system used to require folks to travel to a local SQlab retailer, the brand now offers the aforementioned at-home measurement kit. which can help riders measure their contact points with the bike, including the sit bones, hands, and feet.

According to SQlab, its kit includes everything a rider needs to measure each contact point.

First, for the sit bone measurement, SQlab uses a piece of corrugated cardboard that riders place on a flat surface and sit on. After that, they can measure the distance between the imprint left by their sit bones to find their perfect saddle width. The last step assigns a value for the individual sitting position. This result matches the rider’s saddle size with one of the brands’ five different widths.

The right saddle can increase performance and blood circulation, keeping nerves, fibers, and blood vessels sufficiently supplied, according to the brand. A saddle that doesn’t fit right can lead to a host of issues including back pain, knee pain, and numbness.

Saddles with a flat, or even upwardly bent surface, can create high pressure on the perineal area, resulting in pain and numbness; (photo/SQlab)

According to SQlab, only an optimally sized saddle guarantees that the sit bones can fully be supported. This relieves the sensitive perineal area, which is a common area of complaints in both women and men.

The measuring kit can help with common misconceptions such as a softer saddle fixing comfort issues. SQlab states extremely soft bike saddles are only recommended for rides up to 30 minutes, as they cannot offer support and damping for the sit bones. Instead, the sit bones sink into the soft material, which irritates deeper-lying, sensitive tissue, such as muscle and tendon attachments.

Starting with a good idea of your measurements can help riders avoid nagging issues.

To measure the hands for the right grip, SQlab gives riders a sheet they can use to measure the distance from the tip of the middle finger to the crook of the thumb, which informs which diameter, length, and shape of grip will best suit a rider.

SQlab grips come in up to four different sizes, all of which vary in length, shape, and diameter. Finding the right fit can make long rides far more comfortable, and reduce the risk of injury from being in the wrong position.

Finally, SQlab includes another sheet that helps riders measure the shape of their foot, leg axis, and foot length. This measurement helps riders identify the best insole to fit the unique profile of their foot.

For a sport considered by most to be “low-impact,” a rider’s feet are subjected to a ton of pressure, shock, and vibration. A reliable, stable platform at the feet tends to translate to increased comfort throughout the rest of the body, while the same is true for an unreliable and unstable platform — discomfort.

The best news about the SQlab system is that it’s free throughout North America and the European Union. Anyone who wants to find a better fit on the bike can go to sq-lab.com to get a measurement kit.

Order your home measurement kit now for free:

North America

European Union

Once riders have their measurements, SQlab offers detailed explanations for each of their products and the concepts behind them on their website. To simplify the decision-making process, products can be filtered according to their area of use, and any further questions can be answered by SQlab’s specialist retailers.

You can find your next specialist bike shop through SQlab’s store locater for either North America or the European Union.

This post is sponsored by SQlab. Visit sq-lab.com to learn more about ergonomics and measurements.

The post SQlab Helps Dial in Ergonomics at Home appeared first on Bikerumor.

Back in April, I wrote about a really cool bike storage system by Stashed Products that I saw at the Sea Otter Classic. The system is called the SpaceRail Bike Storage System, and it’s a pretty ingenious concept that uses a weighted hook that can slide and rotate allowing the user to alternate the bikes in an ass-to-tea-kettle type of spacing, to get them as close together as possible.

And, look…I don’t know what ass-to-tea-kettle is – it’s something my dad used to say… but, I think you get the gist.

All of the parts that make up the Stashed SpaceRail System are 100% made in the UK, even the custom extrusion for the Space Rail itself. They are expanding into the US and are very proud of their innovative packaging.

They use only cardboard when packaging and shipping their goods which was surprising to me when they told me that they have a 100% success rate on the delivery of the last 1000 systems that were sent “across the pond”.

Stashed sent me two space rails and enough hooks for 6 bikes (4 of my own with 2 hooks left over for review bikes). The package came to me through DHL, and when I opened the box, I noticed there weren’t a lot of small, loose parts to deal with, and that the packaging was efficient, clean, and minimal.

Of course, I had just moved, the garage was a mess, and I was very excited to try out the system if anything just to get the bikes out of the way. Anywho, to my disappointment, I got it all installed without snapping one pic of the clever packaging. Sorry guys.

The SpaceRail System

Stashed Products offers three different mounting options for their SpaceRail system with a Ceiling Mount, Angled Mount, and Wall Mount. I was sent the Ceiling Mount. And as I mentioned earlier, it came with enough hooks to hang 6 bikes.

The parts to get the system installed were only a few, with the really small hardware organized in a separate bag.

• 2ea. SpaceRails (one Space Rail can hold up to 4 bikes)
• The bike hooks
• Spacer kits (for between the hooks)
• The specific mounts for the Ceiling application
• Two Space Rail end caps
• One SpaceRail Joining Kit
• All of the necessary small mounting and installation hardware

SpaceRail System Installation

The included instruction booklet… yes, a booklet, was complete and thorough, with really good illustrations. I started by getting all of the pieces laid out and separated.

I started by sliding the hardware for the Ceiling Mounts into place to match the distance of the ceiling joists where they will hang. When that was done, I added the rail’s end cap on the far end that wasn’t getting the extension. It was easy to mount the first rail to the ceiling by myself.

The actual SpaceRails are one-piece aluminum and I found them light enough to hold in place while installing the mounting plates to the ceiling. But, that being said, I’m not sure if that would be the case if you were attempting to screw the long wood screws in with just a handheld screwdriver… if that were the case, you’d need another person to hold the SpaceRail.

I did predrill pilot holes in the joists so that when using a drill to install the included wood screws, they installed quickly and easily without splitting the wood.

I then added the end cap to one end and the SpaceRail Joining kit to the other end of the installed SpaceRail. After making another joist location measurement, I slid one end of the second SpaceRail into the Joining kit and attached the mounting plates to the joists.

That was it. It took me approximately 30 minutes to get the two SpaceRails installed and ready to accept the six bike hooks. Hooks are easily installed by simply keeping one end free of the end cap and sliding them into the Space Rail. Once they are all slid in, install the end cap and it is ready to store your bikes.

SpaceRail Performance

Once I got the SpaceRails installed on my ceiling, and ready to install the bike hooks, I noticed that the instructions stated that I should measure the width of the axel/fork leg width. They said that if that measurement is less than 150mm, I won’t need to install the included spacers…. and if it’s over 150mm to install them.

I confess that I didn’t take the measurement… I just assumed I would need the spacers. So, I initially installed them on every other hook, but after a few days of placing and removing the bikes from the hooks, I found that didn’t actually need them.

Removing them (obviously) allowed the bikes to squeeze in tighter than they did with the spacers installed. And, having the bikes stored closer to each other is something that I felt I needed in my tight little area of the garage.

The hooks are, more or less, “locked” in place when there is no weight on them. This allows for the hook to stay stationary while lifting your bike onto the hook… keeping the hook from being bumped and sliding down the rail away from where you need it.

Once loaded down with the weight of the bicycle, the hooks “free up” to slide and rotate freely in the SpaceRail with very little resistance.

Stash Products Pedal Wraps

Believe it or not, one of my favorite items during my review of the SpaceRail System is the cool Pedal Wraps. These are handy little neoprene and Velcro wraps that conveniently wrap your pedals to keep them from damaging the neighboring bike upon sliding them together.

Stashed sent me a pair of large, medium and small. They are easy to install and remove from the pedals. I used the large size for my wife’s large DEV5 flat pedals…

…and the medium for my Shimano XT Trail pedals, and the small size for my Shimano XTR pedals. A very simple solution that works very well.

There are also little “outboard” hooks on the outside of the bike hooks that allow you to hang your helmet, wet jacket, gloves, or whatever you think of.

SpaceRail Storage System Features & Pricing

Features

• Free UK shipping over £50. Free European shipping over €350. T&C apply.
• Universal hooks to store every type of bike, including e-bikes
• Saves up to 50% space, with easy bike access
• Simple to install using just four screws & basic DIY skills
• A single SpaceRail (1200mm / 4ft) can hold 120kg (30kg / 65lbs per hook) *good for most eBikes*
• Easy Load system with Auto Lock Tech

Pricing

One 4′ section of SpaceRail can hold up to 4 bikes. You can add additional SpaceRail Bike Hooks to your one-bike system for an additional $83ea. This allows you to use just what you need, adding hooks as your quiver grows.

If you were to grow past 4 bikes, you would just need to buy the SpaceRail Extension Kit for an additional $128, allowing for up to an additional 4 bikes. See some examples below.

1ea. SpaceRail kit for one bike (includes rail, 1-hook, and mounting hardware): $204

1ea. SpaceRail kit for four bikes (includes rail, 4-hooks, and mounting hardware): $382

Pricing is set where you can store as many as 24 bikes for $2099

*Price as tested (includes 2-rails, 6-hooks, 1-SpaceRail Joining kit, and mounting hardware): $598

All Stashed Products carry a 2-Year unlimited warranty.

In Conclusion

Stashed Products’ ingenious system is easy to use, and won’t damage your beloved bicycles as you get them up and out of the way. I love that you can swivel the bikes to stagger them and get them really close. I’ve got 5 bikes stored that only span 4’7″ wide… that’s impressive and an overall pretty small footprint considering one bike has the 810mm wide Tumbleweed Persuader Bar and another bike’s got the Redshift Sports 50cm Kitchen Sink Bar.

I found the system a snap to install and even easier to use on a daily basis as it’s a breeze to slide the bikes apart, pick your steed and pull it down for a ride. The quality of all of the parts seems top notch and I have zero reason to believe that they won’t last a good long time.

The hooks have a replaceable protective polymer cover that doesn’t seem to be marring my rims. Also, the hook trolleys are rebuildable, which is refreshing.

I wouldn’t just recommend this system for anybody that is space challenged when it comes to storing their steeds, I would recommend it to anybody in need of bike storage solutions, as it is a well-thought-out, safe way to store your bicycles.

Check ’em out at the link below.

StashedProducts.co.uk

The post Hang, Slide & Rotate Bikes Effortlessly with the Stashed SpaceRail Bike Storage System appeared first on Bikerumor.