Whether you jumped on the indoor cycling train or watched it come and go over the last three years, of the many positives that the boom in popularity the stationary segment brought forth, it simply got more people spinning pedals in situations they otherwise couldn’t—and that’s a good thing. The structure, efficiency and safety that indoor riding provides have boosted the popularity of the historically overlooked segment. There’s no doubt that the mass popularity of indoor riding has calmed in these post-pandemic days, but there are still a number of innovations in the industry for those looking to begin or update their pain cave.

To get a good understanding of the latest indoor cycling trends, it can be helpful to look at how the evolution of outdoor riding has branched off into focused segments of race, gravel and endurance bikes. And now indoor tech has crept into its own form of segmentation focused around three main categories—trainers, smart bikes and stationary bikes. Cycling brands have remained in control of the first two segments of trainers and smart bikes, but longtime fitness brands have upgraded their stationary bike catalogs.

SMART AND STATIONARY BIKES

Peloton and other big-name fitness companies have capitalized on the general public’s interest in the indoor cycling trend with a variety of all-in-one stationary bikes. Bikes with a fixed gear flywheel plus 20-inch monitors that can stream live, instructor-led spin classes and log workouts are the standard for the high-end units. Weights and small exercise equipment can be added to create a full home gym. 

Smart bikes take cyclist-focused design cues and blend them with a stationary bike. A typical smart bike has a road bike-like handlebar with shifters. Like smart trainers, they can be connected to the internet via Wi-Fi or an ethernet cable and connect to various devices via Bluetooth and ANT+. Unlike stationary bikes, smart bikes use a freewheel that allows the rider to coast. 

WAHOO KICKR BIKE

Wahoo upgraded their Kickr bike in late 2022, making it the only Wi-Fi-compatible smart bike in the category. Thanks to its traditional handlebar and stem, Wahoo may have the most appealing indoor bike for roadies. Wahoo’s Kickr bike physically replicates outdoor riding with its 35 degrees of real-time-motion grade changes. The steep price tag comes with one of the most realistic road bike simulations, thanks to the Shimano-Di2-like shifters. The Wahoo Kickr bike is compatible with Wahoo SYSTM X for structured training and virtual riding, but, of course, can be linked to Zwift or other training apps like Trainerroad. Plus, additional built-in buttons on the hoods are compatible with Zwift steering, making it the only indoor bike with that ability. The 13-pound flywheel and motor can generate up to 2500 watts of resistance. With five points of adjustment, the Kickr bike offers one of the widest ranges of fit, ideal for riders that use size 46–60cm frames. 

Price: $3500

www.wahoofitness.com

STAGES SB20

Better known to cyclists for power meters and GPS head units, Stages has been a commercial indoor bike manufacturer for over a decade. Building upon the release of their original smart bike, simply named the Stages Bike, the SB20 is developed around three power meters—two on the crankarms and one on the flywheel for superior accuracy. A standard 26mm handlebar is paired with Stages hoods. The cockpit features 10 shift buttons, with three on the inside of each hood and four that can be placed anywhere on the bars like on the inside of each side of the drops. Workouts can be tracked for free on the Stages Sync app, and the SB20 is compatible with Zwift, as well as all other major training apps. 

Price: $3150

www.stagescycling.com

PELOTON BIKE PLUS

Peloton’s top-of-the-line stationary bike, dubbed the Peloton Bike Plus, is available online and in person at Dick’s Sporting Goods. The Plus starts with essentially the same drivetrain as the original Peloton Bike, but features a handful of upgrades to enhance ride quality and immersive feel. The most useful update is the Auto Follow resistance feature, which allows automated changes of resistance during a workout class by the instructor. While the Peloton can be used without the subscription package, the wide array of off-the-bike exercises make the Peloton App and Bike Plus a complete home-workout package. Scenic rides on real roads and a variety of workout classes set the baseline for what to expect in a stationary workout bike.

Price: $2495

www.onepeloton.com

WHAT ABOUT TRAINERS? 

Outside of the general public, trainers have proven to be the most popular tool for indoor cycling. Trainers have been around for just about as long as bicycles have, and recently smart trainers have taken the lead in indoor riding tech. They are the most versatile piece of indoor tech equipment, as they typically weigh under 50 pounds, making them easy to move around. Direct-drive (wheel-off) smart trainers are a mainstay for brands like Wahoo, Elite and Zwift. What makes them smart is the built-in power meter and live resistance trackers, with the ability to connect to the internet and to sync to other devices via Wi-Fi, Bluetooth and ANT+ connections.

ZWIFT HUB

A long missing piece of Zwift’s ecosystem has been a physical smart trainer for users to ride. The Hub is competitively priced and has many of the same specs as an $800 to $1000 smart trainer. We like the option to choose specific cassettes with the order rather than being stuck with an outdated 11-speed cog. The Hub is available direct to consumer via Zwift’s website. 

Price: $499

www.zwift.com

WAHOO KICKR

Wahoo added Wi-Fi compatibility to its flagship trainer last fall. The Kickr maintains the same 16-pound, 2200-watt capable flywheel as the previous version, but Wahoo has improved the accuracy of the power meter from +/- 2 percent to +/- 1 percent. To make the already quiet system even more silent, Wahoo added three sets of compression pads that reduce vibrations sent to the ground by pivoting independently. An 11-28 Shimano 11-speed cassette is included, but the Kickr can run 8-, 9-, 10- and 12-speed cassettes with the proper adapters.

Price: $1300

www.wahoofitness.com

ELITE DIRETO XR

Elite has evolved its Direto line to an increased power capacity, up to 2300 watts with a +/- 1.5-percent power accuracy. Our favorite aspect of the Direto is that it comes pre-assembled; most trainers require assembly of the legs out of the box. Elite has enhanced the responsiveness of the flywheel for an impressively quiet and smooth ERG experience. The Elite XR is Bluetooth and ANT+ compatible. It is compatible with Q/R and 12x142mm thru-axles, but with the proper adapters can fit 12x148mm thru-axles, as well as 10-12x135mm axles. An 11-speed SunTour 11-28 cassette is installed, but Elite offers the XR-T without a cassette. Users can add 8–12-speed Campagnolo, Shimano and SRAM XD/XDR cassette bodies. 

Price: $950

www.elite-it.com

WHAT ABOUT TRAINING APPS?

Most trainers and smart bikes connect to training apps like the Stages Sync app to log workouts and activities for free. However, third-party software like Zwift adds an independent and immersive indoor riding experience. Whether you’re looking for structured training advice or a virtual distraction from the monotony of pedaling in place, there are a handful of options available to meet your needs. 

WAHOO SYSTM

Wahoo is making a push to compete with Zwift after launching its own online SYSTM training program and its acquisition of up-and-coming virtual riding program RGT Cycling. SYSTM provides goal-specific training programs, while RGT has immersive races, group rides and famous roads like the classic Tour de France climb up Mont Ventoux and the Alpine Stelvio pass made famous in the Giro d’Italia. Most indoor setups are compatible with SYSTM. 

Price: $15 per month

www.wahoofitness.com

TRAINERROAD

Looking to boost your FTP or simply improve your endurance for your next event? Trainerroad has got you covered. Work with personalized, structured training plans to maximize your training time. Trainerroad uses exclusive ride-analysis tools to consistently measure your progress. With no fluffy animations or avatars, just numbers, Trainerroad just requires a trainer and a speed sensor or a power meter to get started, but smart trainers are ideal. Users can focus only on their efforts to maximize their efforts and minimize their indoor training time. Trainerroad offers a complete training plan that can be incorporated on outdoor rides to meet one’s goals. An indoor riding setup with a method of tracking power and heart rate will create the best results.   

Price: $20 per month

www.trainerroad.com

PELOTON APP

Peloton’s diverse library of live and on-demand workouts are available on the Peloton app, without the Peloton bike, for a fraction of the price. Experience nearly the full range of thousands of on-demand, instructor-led classes, including strength training, stretching and yoga workouts. However, leaderboards and live on-screen metrics will be absent from the app if you are using non-peloton equipment. While no equipment is necessary to use many of the features on the app, cycling workouts can be completed with any indoor bike or trainer setup. At $13 per month, the subscription service offers some value in terms of content, but the lack of live fitness tracking metrics for those without Peloton equipment is a downside, so we recommend a more cycling-specific app.

Price: $13 per month

www.onepeloton.com

ZWIFT

Zwift is currently the leader in the virtual riding experience sector. The consistent software updates and immersive maps earned Zwift support from the UCI to host the inaugural E-Sports World Championships in 2020. Novel features like in-game steering require more levels of concentration and inch closer to mimicking the outdoor riding experience, although we still prefer the real thing. Workouts designed by WorldTour pros and event-specific training plans are ideal for beginners training for their next big ride or experienced riders trying to raise their FTP. Zwift’s catalog of maps has increased steadily year after year, and riders can now pedal across the Champs-Elysees or climb up the 21 switchbacks on Alpe du Zwift, a meter-for-meter replica of the famous road used in the Tour de France, the Alpe d’Huez. Zwift can be run from just the mobile app, but performs best on a laptop or Apple TV. Zwift requires a bike on a trainer with a speed sensor, a power meter or a smart trainer; select indoor bikes are compatible as well.

Price: $15 per month

www.zwift.com

The post ALL ABOUT WIND TRAINERS AND INDOOR CYCLING appeared first on Road Bike Action.

In case you missed the memo, the drop-bar market has finally figured out that air pressure and air volume are more important than ever before. In the last few years, air pressure has been among the most consistent topics of debate, as well as a source of confusion. This is largely because for decades the bike industry has been under the old (and mistaken) idea that more air pressure used meant the faster you could pedal. Well, now that we have technologies to measure pretty much everything in life, the bike industry has discovered that adding tire volume while simultaneously reducing air-pressure levels can provide significant performance advantages with minimal increases in aerodynamic drag. In many cases, the combination has actually shown to improve aerodynamics and reduced the system drag. Who’d have thunk?!

Yes, bigger tires with more air volume at lower pressure not only yields more traction, safety and compliance, but a faster and more aerodynamic total system. This is important because that is how we ride, as a total system, not just a set of wheels with tires mounted to them. It doesn’t matter how aero a wheel is if it doesn’t complement the rest of the system.

As smug as we can be about acknowledging the modern lessons of tire pressure and technology, it’s important to point out that the “old” belief that you needed 110 psi wasn’t wrong. When you calculate the air volume and pressure needed to support a rider using a 23mm tire on a 14mm internal width rim, you will need around 105–110psi. What has changed is that we are adding volume through internal rim width and tire size. As the volume increases, the optimal pressure decreases. These findings—as well as the elimination of a rim’s most historical restriction, the rim-brake track, and the evolution of wheel design, aerodynamics and performance—have put the rules of tire pressure on a rocket ship of evolutionary change.

Thanks to these changes, road tubeless has also become a realistic option since the need for using such high pressures is no longer necessary. This means not only has the external restriction been eliminated, but the internal shape of a modern disc-brake rim has also been optimized for tubeless. In short, the entire wheel market has evolved more in the last five years than it has since 1975 when French wheel pioneer Mavic launched their first hooked-bead rim.

SO, WHAT DOES IT ALL MEAN?

Now that we understand the changes, what are the important details that cyclists need to know when trying to determine their ideal pressure? Internal rim width is a key aspect to increased air volume, as well as optimizing the performance for larger road tires. Generally speaking, 25–32mm tires should pair with a rim that is at least 19mm wide internally. For the majority of riders, a 21–25mm internal width will be ideal and offer the most versatility. 

Tubeless compatibility is next, because some wheels use a hooked bead design, while many brands have transitioned to a hookless design. If you are running a tubeless tire, they will work with either rim designs. If you want to use a tube-type tire, you will need to get a wheel with a hooked bead. If you have a wheel with a hookless design, you must run a tubeless tire, even if you are using a tube in the system. For all tubeless systems, there is a maximum safe pressure of 75 psi.

In reality, you should always choose a rim width and tire size that keeps you at least 5 psi below 75 psi or more. It should also be noted that all hookless wheel systems have this same limit, and even when running an inner tube, you should never exceed 75 psi since there is no mechanical advantage. It should also be noted that no matter if you have a tube or a tubeless system, if your air volume increases, your air pressure needs to drop. A 28mm tube-type tire mounted to a 21mm internal rim with a tube installed only needs about 1–2 psi more pressure than a tubeless 28mm tire on the same 21mm rim. The use of a tube and a hooked bead does not mean you should increase pressure more. With all of the changes and improvements in tire technology and wheel design, it’s a good idea to have the proper tools to inflate and maintain modern wheel and tire systems. 

ALL ABOUT PUSHING AIR: The latest in tire pumps

Topeak JoeBlow Pro X

This floor pump has a wide steel base to provide stability when pumping, and the 3-inch top-mounted gauge is easy to read. The large, padded handle provides comfort, while the extra-long and tangle-free hose can even reach wheels on bikes mounted in a stand. The SmartHead DX3 with air-release button automatically adjusts to fit either Presta or Schrader valves and makes getting the right pressure a simple task.

Price: $150
www.topeak.com

Ultracycle Thrust EZEZ

There’s a new way to spell “easy”: EZEZ. New for Ultracycle’s floor pump with the new EZEZ rotating head pump head. If you’re tired of struggling to attach and detach your bicycle pump, the Ultracycle pump is for you. The unique head is compatible with Presta or Schrader valves and locks to the valve for a secure fit. The floor pump quickly inflates tires and boasts a large, easy-to-read gauge (with both psi and bar settings), plus a “stem keeper” that prevents a valve from depressing into a rim. Best of all, the EZEZ is easy on the budget.

Price: $45
www.ultracyclebikeparts.com

PRO Team Tubeless Floor Pump

Designed to make seating tubeless tires at home a cinch, the PRO Team Tubeless floor pump combines floor pump and compressor functionality. Boasting a two-in-one floor pump and compressor, it is perfect for not only inflating bicycle tires but also seating tubeless tires. The robust alloy construction and compressor canister allow you to pump air into the canister, which can then be released in a high-volume and high-pressure burst to seat tubeless tires. The Team Tubeless floor pump is capable of seating road and gravel bike tires, up to 2.3 inches wide, and features a head that has both Schrader and Presta valve compatibility.

Price: $180
www.pro-bikegear.com

STOMPUMP

The Stompump is a fairly compact, high-volume foot pump. Instead of using your hands to inflate a tire on the side of the road, you can now use your leg and body weight to accelerate the process. The 25mm large-diameter piston moves about three times more air than a typical hand pump. The pump is made of machined aluminum, and the overall construction is very robust. The hose and fittings are very good quality and better than we see in most hand pumps. The hose can fit Schrader or Presta valves with a simple swap of the adapter end. It includes a frame mount, frame-protector pads and a hook-and-loop strap.

Price: $69.95
www.stompump.com

SILCA PISTA PLUS

In the annals of bicycle tire inflation, there really is no more a legendary brand than Silca. Originally founded in 1917 by company founder Felice Sacchi, Silca pumps were recognized as the most durable and well-engineered floor pumps from both shop and pro team mechanics alike. Almost a century after the company started, Felice’s grandson sold the business to one of our favorite American bike freaks, Josh Portman. In addition to expanding the line of inflation products (like the $250 Truth gauge), Josh has modernized the famous Pista pump while maintaining the design features that made it world famous.

Price: $159
www.silca.cc 

Quarq TyreWiz

If you’re the type of cyclist craving to do your own data analysis while monitoring and tracking tire pressure, then the Quarq TyreWiz is for you! The high-priced valve cap lets you easily optimize tire pressure and track how the ambient temperature can alter pressure while you ride. In short, the TyreWiz can provide a F1 level of data acquisition, even if you’re just out for a coffee cruise! Quarq’s TyreWiz can singlehandedly improve so many aspects of your cycling, as it allows you to truly fine-tune tire pressure and dig deeper into what it is that you’re feeling while riding. It is also a single source for your tire pressure, making the inaccuracy of different pump gauges irrelevant. 

Price: $214
www.sram.com 

DYNAPLUG AIR

Dynaplug Air is the only tool of its kind and makes fast work of repairing a tubeless tire. Plug your tubeless tire and air it up with CO2 at the same time. Made in the USA and available in anodized color options, the Dynaplug Air Road tackles multiple jobs with one tool. The thread-on CO2 cartridges help refill precious volume to tires while simultaneously plugging punctures. With a thread-on hose included, the tool doubles as a CO2 inflator when that’s all required of the job.

Price: $75
www.dynaplug.com

TOPEAK ROAD & GRAVEL 2STAGE

Topeak also makes two great portable hand pumps for roadside repairs. The Road 2Stage and Gravel 2Stage mini pump feature an innovative 2Stage pressure selector that lets you choose high volume or high pressure to quickly fill your bike tire effortlessly. The compact size means the pumps can easily fit into a jersey pocket or mount to the bike frame.

Price: $48
www.topeak.com

PRESTACYCLE ALLOY CO2

The Prestacycle alloy CO2 pump is one of the lightest and most compact hand pumps we have ever used. What makes it unique? It is a perfect companion for your favorite CO2 head. Simply attach the pump like a cartridge, open the valve and start pumping. Sure, CO2 is great for fast, high-pressure fill-ups; however, when the cartridge is empty, you’re out of luck. You can carry as many cartridges as you think you might need, but this little pump is a better backup option. The CO2  pump takes up about the same amount of space as a cartridge but weighs only 35 grams. The design of this tiny pump enables you to reach 120 psi without straining.

Price: $25
www.prestacycle.com

VIAIR TLC LITE

The TLC Lite is a portable air compressor that provides a simple solution for on-the-go bike and vehicle tire inflation. The kit features a 30-foot coil hose and a shop-style inflator with rotating Presta and Schrader attachments. The compressor charges the coil hose to 105 psi, storing enough air to provide a blast for seating tubeless bicycle tires. It is capable of inflating vehicle tires up to 225/60R18. The TLC Lite comes in a rugged steel case with a durable handle and is powered by simply plugging into your vehicle’s DC power port. ν 

Price: $160
www.viairbike.com

LOOKING FOR EXPERT ADVICE?

If we could point to one back-in-the-day legacy that continues to haunt the modern-day road bike experience, it would be the reluctance of some cyclists who are unable to break with their equally back-in-the-day notions of what makes for proper tire pressure. Yeah, yeah, we’ve heard all the stories about how Eddy Merckx rode with rock-hard tires, and even as late as a decade ago former pro riders like Ted King spoke of the Italian mechanics on the LiquiGas team who would never let them leave the team truck with anything less than 160 psi in their tires. But that
was then.

Today, thanks largely to the arrival of disc brakes and tubeless tires (and really, gravel bikes), thoughts on what the optimum tire pressures should be for riding on the road have changed just as dramatically as the psi numbers themselves have fallen. And yes, no matter how hard we try to convince some riders on the local group ride that they can press their finger firmly on their tire’s Presta valve to let some air out for a smoother ride, they still have their doubts.

So, in an effort to spread as much useful tire-pressure knowledge as we can, here are three websites that we trust ourselves for knowing what they are talking about. Our advice would be for you to visit all three sites to get
the best understanding of what tire-pressure numbers would work best for you.

www.silca.cc/pages/sppc-form

www.enve.com/learn/tire-pressure/

axs.sram.com/guides/tire/pressure

Race photo: Bettini/Sprint Cycling Agency

The post ALL ABOUT AIR & HOW-TO FIGHT FLAT TIRES appeared first on Road Bike Action.

When it comes to rolling out new gravel offerings, Shimano has taken their component evolution in steps. Following the release of their gravel-specific GRX drivetrain two years ago, it seems the last piece of the puzzle is finally getting rolled out—a carbon wheelset. Curiously, in the time since the GRX was launched, both their road-specific Dura-Ace and Ultegra lines now enjoy a 12-speed upgrade, but the gravel-specific GRX is still only 11-speed (and even 10-speed) compatible. The new RX870-TL wheelset is Shimano’s modern take on a carbon gravel wheel that still plays well across their entire drivetrain line.

THE TECH

With valves and tubeless tape added, the new carbon GRX wheels hit our scales at 1484 grams to be exact (656 grams front and 828 grams rear). The external rim profile is symmetric with a 32mm depth. The external width
is 30.8mm with a 25.2mm internal width that uses a hooked bead and tubeless design. 

There are 24 spokes front and rear laced to alloy Shimano hubs that utilize a cup-and-cone ball bearing, as well as Centerlock brake-rotor mount. It seems that Shimano only offers the rear wheel with their HG freehub, reducing its compatibility with SRAM and Campagnolo drivetrains. The rear hub has 18 points of engagement, which is 20 degrees. Shimano says they have optimized the wheelset for 32–50mm tires, and that it will work with tube-type tires too. There is a max pressure rating of 72 psi for all tire types.

THE RIDE

Setting up the GRX wheels was a breeze; all of the tubeless tires we tested seated on the rim with ease. The tubeless tires do snap into the bead bed and hold well, even when pressure is too low. For us, this is a big plus and makes fixing a puncture with a tire plug quick, easy and without having to re-seat the bead.

The hooked rim profile was a bit of a surprise in a modern carbon rim designed specifically for gravel. With that said, Shimano isn’t known for leading the wheel-trend category, and with a hook, they can accommodate a wider range of tires and inevitably riders less willing to adopt tubeless. 

Since the wheels use a cup-and-cone ball bearing, consumers can adjust bearing tension, but it is not recommended unless you know what you are doing and when to do it. Throughout our testing we didn’t need to make any adjustments to bearing tension. Still, we were surprised that Shimano chose this design for a gravel wheel over a cartridge bearing, which normally has better sealing characteristics. 

Gravel-specific or not, when it came to hitting the road, the GRX wheels were great. They seem to offer a bit of vertical compliance but hold solid through corners. We didn’t have too many hard hits to the rim bead, but it seems to be holding up fine from the durability ride we did with the tire pressure too low. At almost 1500 grams, the GRX wheels are well built, and we might even say they swing over their weight category when it comes to durability.

Compatibility is where the GRX wheels fall short. Currently, Shimano only offers the wheels with their HG freehub, meaning SRAM and Campy users will not be able to use these wheels on their drivetrains unless they can find a cassette that matches. SRAM does offer a few options, but they don’t feature their 10t cog, so top-end speed is compromised. In reality, we don’t see consumers wanting to mix Shimano-branded wheels with SRAM- or Campy-branded drivetrains; there are just so many other options on the market.

THE VERDICT

At the end of the day, Shimano has delivered a carbon gravel wheel that we think could also be a solid choice for road riders, too. For more road-oriented riders, 28mm is the smallest tire we would recommend, but for a rider weighing over 250 pounds, they might need to bump up to a 30mm tire to stay under the max pressure rating. The 72-psi max rating also follows in line with what we have been saying for years now: you simply should not run a modern tire (tube or tubeless) over 75 psi. For most gravel tires you won’t ever exceed 50 psi, even when running a 35mm tire.

The bottom line is that these wheels are a true value at just $1400 for the set. With the value does come some drawbacks, and the biggest in the performance category is the 20-degree engagement. Gravel riders who do a lot of technical riding and are on and off the power a lot will wish they had more than 18 points of engagement. The other drawback that we can see is the potential risk of bearing contamination from the cup-and-cone design. It hasn’t been an issue during our testing, but from our experience, as opposed to sealed bearings, it can be more common.

Overall, Shimano is setting themselves up to launch more gravel components, likely following the road market and adding another speed to the cassette. If they do, it doesn’t look like they will be changing their theories on gear ratios and will remain with the 11t being their tallest cog gear. Only time will tell.

PUNCHLINES

• Great value

• No SRAM or Campy hub body

• Solid construction

STATS

Price: $1400

Weight: 1484 grams, 656 grams front, 828 grams rear

bike.shimano.com

The post SHIMANO GRX GRAVEL WHEEL REVIEW appeared first on Road Bike Action.

As universally recognized as Shimano is for their drivetrains, for years the component giant has also been making strides in their ever-improving line of cycling shoes. And it was at last year’s World Championships when they unveiled the latest iteration of their high-end S-Phyre RC9 shoes. In addition to a new sleek and lighter design, Shimano also used the race to introduce a new women’s-specific model with its own model-specific white color.

SHIMANO S-PHYRE RC9

THE TECH
The new S-Phyre RC903 shoe combines a lightweight construction with lots of ventilation, a very comfortable fit and just the right level of bling. Like many performance shoes at this level, Shimanos rely on the latest low-profile Li2 closure dials from Boa.

The shoe’s whole upper (forward of the arch) is ventilated, and this is most welcome when the going gets tough. The unventilated part is under the most stress from the Boas, and the extra stiffness there leads to better performance under the strain of adjustment. The dual Boa dials are high on the foot and have a low, sleek profile. The under-toe vent is large and has a nice mesh screen to keep road grime out. The toe has a reinforcement to protect the soft, leathery upper against wheel rub. We much prefer two Boas over the one Boa plus strap setup, as getting just the right fit is so much easier. The three-hole cleat slots allow ample fore-aft adjustment.

As for men’s sizes, the shoes are available in 40–48 (with half sizes available from 40–46.5 and wide sizes from 40–46). The women’s-specific shoe is available in a size run from 36–44 in full sizes. 

And while it may seem less significant than key performance details like the shoe’s weight and stiffness, Shimano deserves a round of applause for offering the 903 not only in the same ol’ black and white colorways, but also absolutely stunning versions in brilliant and bright blue and red. On our blue test models, the subtle S-Phyre graphic has purple tones when turned at an angle to the sun. Shimano also makes the shoes available with either a standard or wide last to better accommodate cyclists with wide feet.

THE RIDE

When considering a performance-oriented road shoe, the main aim (especially for racers) is to have a shoe that puts all of our effort into the pedals, and that means it needs to be stiff. Most top brands provide their own stiffness scale for their shoes as an indication of what type of rider would benefit from any model’s design features. Shimano claims a stiffness level of 12, and as such the RC-903s do an excellent job of transferring all of the rider’s effort into the pedal stroke, but without feeling like you have a surfboard attached to your feet. We never encountered any hot spots nor discomfort, and at the end of the day the shoes just made us feel like we were seamlessly attached to the bike.

“This shoe does an excellent job of transferring all of the effort into the stroke, but without feeling like you have a surfboard attached to your feet.”

Another strong feature is the fit. While the two Boa controls are positioned close together (and at first glance seem to be too close to the tongue), the extra Boa line that runs down to the toe box allows virtually the whole upper to be tuned to one’s liking. Slipping the shoe on and turning the Boa dials felt like my foot was being wrapped in a soft burrito. Meanwhile, the higher-placed dials ended up being a feature and not a bother, because they ended up being easy enough to reach while riding. The heel cup is very form-fitting, but some riders would’ve preferred a harder material, as it scratched easily.

THE VERDICT
Including the RC903, Shimano’s road shoe catalog includes a total of 11 shoes (six for men, five for women) with prices that range from the $100 RC1 to the $240 RC7. As for the RC9, yes, $450 is a lot of money, but as with all things that cater to the high-end racing market, you get a lot of shoe for the price. They’re light, comfortable, stiff and efficient. The red and blue color options will make any rider stand out.

PUNCHLINES
• Stiff and comfortable

• Brilliant color options

• Wide and standard widths

STATS
Price: $450
Weight: 510 grams (size 44)

www.bike.shimano.com

The post FAST FOOTWEAR: SHIMANO S-PHYRE RC903 appeared first on Road Bike Action.

Not to be confused with the British-based Reynolds tubing brand, the American-based Reynolds wheel brand (located in Utah) has been chipping away at the hyper-competitive carbon wheel market in pursuit of gaining name recognition as purveyors of reliable, quality-made wheels that are priced fairly. 

Pushing the limits of what we expect from road wheels, the ATR 700s are designed to keep going even when the smooth pavement doesn’t. Reynolds’ newest incarnation of their All-Terrain Road (ATR) wheel includes some key improvements. 

THE TECH

Back in 2016 we ran a pair of the original ATR 700s that were light, wide and pretty bulletproof after having proved themselves capable when used to race at Unbound (then Dirty Kanza). 

With that previous groundwork laid, Reynolds reintroduced the ATR 700 as an even wider wheel designed to be more aerodynamic and provide better tracking over all surfaces with increased stability. In order to optimize vertical compliance for comfort, lateral stiffness for pedaling efficiency, and to enhance durability in areas around the spoke holes and bead hooks, the wheels are built using Reynolds’ proprietary carbon layup schedule. Reynolds widened the rims to a whopping 23mm internal and 32mm external width for reduced sidewall deformation while running wider tires. 

The ATR rims are wrapped around Reynolds’ own Allroads Disc center-lock hubs with 24 front and rear spokes with 12mm thru-axles. One thing the previous models were lacking was aero optimization, so Reynolds increased the rim depth to the sweet spot of 40mm with a contemporary blunt-nose profile. 

THE RIDE 

The first thing we noticed with the Reynolds hoops came to us on an initial ride when we set off to climb a steep fire road. With the first few pedal strokes, we came away impressed with the quick hub engagement, which is especially helpful on steep, slippery surfaces. Not only did the ATRs climb well, they descended better than we anticipated. The increased traction provided by the wide rims inspired us to keep leaning through corners we usually let up on. 

On one particularly loose and dusty descent, the ATRs reduced the vibrations on our typically rattly aluminum test rig. This was when the ability to run wide tires was most appreciated. During a more performance-oriented, paved ride, the Reynolds held their own. We moved around in our weeknight crit training ride like we were on a stiffer, aero wheel, not a set of multi-surface, do-all wheels. 

THE VERDICT 

In the end, these $1450 tubeless wheels stayed on our bike longer than most high-priced options. Owing to the increased popularity of multi-purpose riding, the versatility offered by the ATRs was impressive, and we felt just as confident riding with them off-road as we did in a race-type situation. Just as impressive was seeing Reynolds improve the design of an already proven wheel while keeping the cost down.

PUNCH LINES

• Good price/quality ratio
• Deeper rims, thru-axles, and tubeless
• On- and off-road confidence

STATS

Price: $1450
Weight: 1612 grams
www.hayesbicycle.com

The post REYNOLDS ATR 700 WHEEL TEST appeared first on Road Bike Action.

By: Troy Templin

One year ago Campagnolo invited us to a three-day new-product launch in Gran Canaria (RBA, July ’16) where they showcased their new Potenza component group. At the time, it seemed like the trip of a lifetime. So, imagine our surprise when a new invite appeared, welcoming us back to the island that sits off the coast of North Africa. More new product, more great riding—bring it!

In typical fashion, Campy would neither deny nor confirm what we were headed to the far-away island to see. The Italians have always been good at keeping their launch plans a secret, but we did have a pretty good idea, and it rhymed with “disc brakes.”

NOT-SO SECRET

Although we’ve seen the Campy disc brake in public for the last year, this would be the first time any outsiders were given the chance to ride them. In the give-and-take game of product development, Campy is well aware that being the first in production is not always possible, nor is it always a benefit. So yes, despite their development being a bit slower than their competition, as one Campy spokesman said, “Campagnolo quality takes time, and there’s no reason to rush to market at the price of our customers’ satisfaction and safety.”

The big news from Campagnolo is that from their entry-level Potenza gruppo to the uber-high-end Super Record kit, they are making hydraulic disc brakes available across their entire component line. Disc brakes may indeed be the future, but owing to their legion of loyal traditionalists, Campagnolo will, of course, continue to offer their components with rim brakes as well.

SHIFTERS

The new offerings share most of their technology—from internals to ergonomics, with the large differences being materials used in construction. There are truly only three shifter options. The EPS and the mechanical-shift version with the carbon brake lever are made at a quality and material spec of Super Record but pair with Record and Chorus seamlessly. The Potenza offering will have the same ergonomics but with Potenza-specific internals and an alloy brake lever.

BRAKES

Although the brakes are 100 percent Campagnolo-designed, we were told that there were early-on discussions about general disc brake technology with the German brake-maker Magura. Unlike Shimano and SRAM, Campy is not offering adapters to a one-size-fits-all rotor form, but instead only offering a flat-mount 160 caliper for the front. In the rear, the customer can choose if they want the 140- or 160mm flat-mount caliper. Because of this size-specific design, the calipers have a different look than we have seen from the competition. Campy claims with these specific and purpose-built calipers, there is less chance of failure, easier adjustment, tighter tolerances and less weight.

A DISC-SPECIFIC CRANK?

Typifying Campy’s tradition of chasing precision-built parts, it was only after extensive testing and research that Campy found that disc brake bikes all had one thing in common—they changed the traditional chain line, which could slightly compromise the precision of the shifting on the extreme ends of the cassette. So, they have designed the new H11 crank that, while not altering the Q-factor of 145.5mm used on their standard cranks (using rim brakes), corrects the chain line with a different offset. The H11 crank is equivalent to the Super Record crank in material and build, but will now improve the shifting and consistency when used on bikes with disc bikes.

TWO NEW HOOPS

In addition to all their work on developing the new brakes and lever assemblies, Campy has also been hard at work designing wheel systems specifically to work in accordance with the added forces of disc brakes. After test data showed that under braking the front wheel incurs similar forces that the drive side of the rear wheel does during accelerations, they designed a wheel that, for the first time, uses their own G3 pattern on a front wheel.

The two wheels on display were the Bora One DB and the Shamal Ultra DB two-way fit. The Bora will come as a clincher and a tubular in 35mm depth and a 50mm tubular. The name has been a staple for Campy, and now the disc brake version features an all-new carbon rim built specifically for disc brake use. While some of the rim material was changed and minimized from the brake track, the nipple beds were reinforced to handle the increased load from the braking power.

The new Shamal Ultra DB carries over much of the same technologies, but in an alloy rim package. The front rim is 27mm deep while the rear is 30mm deep, and both use the MoMag construction, which means no holes in the tire bed. The hubs also use the AFS rotor mount, while the front has a carbon center shell and oversized alloy flange on the brake side. In the rear the whole hub is alloy, and both the front and rear have USB ceramic bearings.

THE RIDE

The best thing about the volcanic island is that you’ll be hard-pressed to find any road that is flat for more than a mile or two. Everything is either up or down, so what better place to put disc brakes to the test? We flipped through the gears on the coastline rollers and tested the brakes on a few of the small city roundabouts that were buzzing with flocks of Euro tourists.

Finally, we found our way to a steady climb that progressively traversed the scenic mountainside until we topped out at a tall peak that offered a spectacular view of the island. Knowing that the only way to get back to the hotel was riding down a 28-mile descent had all of us panting with anticipation.

After less than a mile down the many switchback turns, I found the modulation and power of the Campy disc brakes to be outstanding. The transition has no on/off feeling, but rather an intuitive progression of power. After such a long run down the mountain with countless tight turns and long braking sections, I never felt the slightest bit of hand fatigue or finger soreness. Not only did the brakes supply more than enough power to slow only inches before a hairpin, but they also let me easily scrub little bits of speed with only the gentlest of pulls on the lever.

We were on the mechanical-shift version, and the shifting was as you would expect from Campy. There is no difference in the feel of the shift, and for those that have fallen in love with that secure shift feeling you get with every click of the Campy lever, you will love this too. The sounds and feelings of independent controls are unlike any of their competition, and it’s no wonder they have for so long been renowned as the pinnacle of cycling’s drivetrain.

THE VERDICT

It was almost 100 years ago that company founder Tullio Campagnolo invented the quick release, and ever since, the component company he created has sought to push the road market to the ever-evolving levels of high performance. They might not have been the first to play with disc brakes, but their effort proved impressive. While I thought the quality and aesthetics were unmatched by the competition, better still was the performance.
I came away highly impressed with the modulation and level of instinctive control. I was never able to not get just the right amount of brake that I needed. Even in the most unexpected and demanding of situations, the brakes never felt underpowered, nor did they ever need to be locked up with too much brake.

From shifting and braking to rolling on the new wheels, the entire package was outstanding, and I left giddy in anticipation of riding the new parts on the local roads back home that I know so well.

And last, in addition to the brakes and wheels, Campy also used the launch to show off an all-new, entry-level 11-speed Centaur group to combat the likes of the Shimano 105 and SRAM Rival. Look for more on the release of those new parts in an upcoming issue.

For more info go to www.campagnolo.com

The post THROWBACK THURSDAY, 2017: FIRST RIDE ON CAMPAGNOLO DISC BRAKES appeared first on Road Bike Action.

We have all seen that person on the local group ride with wheels so deep we wanted to remind them this wasn’t a triathlon. The thing is, that wheel has the potential to be super fast, but when is it too deep and what are the real benefits?

When Zipp reached out and said they have two new road wheels to show us, we were a bit surprised to see 80mm-deep 808s and undulating 82–85mm-deep 858 NSW wheels. We would usually leave those depths for TT bikes and triathlon bikes. Zipp assured us that there was no mistake and that their new 80mm+ wheels not only offered road riders aero benefits but also hit the scales at a weight generally seen on 40–50mm wheels.

THE TECH

Zipp is under the umbrella of SRAM, which has some extensive resources when it comes to product development. A few years back Zipp started working with mobile aero sensors, allowing them to refine their computer optimization to the next level with real-world results. Compiling all the data has led Zipp to develop rim profiles and rim geometry that are optimized for total system results.

What that means is they are optimizing the wheels for what actually makes you faster and not what has traditionally been thought to make you faster. The first is that the new 808 Firecrest is disc brake specific. This has allowed Zipp to refine not only the geometry of the rim but the composite layup and weight distribution. The new 808s have a claimed weight of 1635 grams, and our test wheels with tubeless tape and valves hit the scales at 1663 grams. For comparison, the previous 808 Firecrest MY22 was 1917 grams. That’s 282 grams lighter than the previous version.

Next, the wheels are tubeless and hookless, with 28mm tires being the optimized size. The internal width of the rim is 23mm, and the external width is 27.5mm. Since the rim is hookless, the transition between tire and rim is almost flush, and Zipp claims it reduces drag significantly. While Zipp wouldn’t give us any specific drag figures, they did say that 9.6–11 grams of drag is equal to about 1 watt. The new 80mm-deep rim shape is about 1 watt more aerodynamically efficient than the previous 808.

Zipp said that much of the performance gain in real-world applications is based on rolling resistance. From their testing, Zipp found that a tire pressure that is low is much faster than tire pressure that is high. They do have an optimized pressure, but 1–2 psi over it offers a dramatic performance loss and 10 psi under is only a few watts slower. They also pointed out that using their Tyrewiz pressure sensors, they found that pressures on “normal” rides fluctuate so much that you are almost always better off starting a few psi lower so you don’t surpass the optimized pressure, which results in significant performance loss.

For their testing, they used an 85-kilogram (187-pound) system (rider and bike) with 28mm tires, and 68–70 psi needs 5 watts less than their previous 808 on 25mm tires. The incredible part is that from 40–65 psi, you still get a 4-watt advantage, but over 72 psi brings you back to zero advantage and, in a few cases, actually results in more resistance. The moral of the story is that Zipp says setting the pressure at 40 psi will give you a faster system than if you get it at 75 psi. These numbers are assuming you match their 85-kilogram system, but because of the larger air volume, the difference between a heavy rider and a light rider is normally less than 10 psi.

Beyond the drag that happens externally from the wind, Zipp uses their ZR1 DB hub that is engineered in Germany to reduce drag but maximize performance. It offers a better seal design for improved durability over the life of the wheel and quicker response with 66 points of engagement using six pawls and 33 teeth. This is about a 5.5-degree engagement, because only three of the pawls are engaged at a time, reducing what would normally be a 10.9-degree engagement in half.

THE RIDE

As we have come to expect, Zipp seems to have the internal rim profile dialed for tubeless setup. We were able to install and dismount tubeless tires without any tools. We were also able to inflate the tire and seat it with just a regular floor pump. No mess or hassle; both tires were mounted in under 10 minutes and never needed to exceed 60 psi. For us, this is always an important aspect of modern wheels, and the new 808 passed with flying colors.

On the first ride, it was evident that these 80mm-deep wheels completely changed the feeling and riding characteristics of our bike. We tested them on multiple bikes—from lightweight bikes to aero-optimized bikes with aero tubes—and all had the same result. The way the 808s move the air across the rim and over the spokes is much different than what we get from a 40–50mm rim.

When riding at speeds of about 12–15 mph, we noticed an added level of stability, and at 18-plus mph, even a hefty crosswind was easy to manage. The only time we found the 80mm-deep wheels to be overwhelming was in a canyon that had wind gusts, and we were between 7–15 mph. The on-and-off pressure that was inconsistent made for a very eventful ride. We did, however, notice that in those same conditions, if we could maintain speeds over 15–16 mph, the gusts had much less effect on steering.

The weight distribution is unique in the fact that spoke nipples are much closer to the hub, as well as the reinforced section of the rim profile that the nipples reside on. This means that the weight has less radius when compared to shallow wheels or even the typical 40–50mm wheel. Since dynamic weight is largely affected by radius, these feel more like a 1300–1400-gram set of wheels to accelerate up to speed, maybe even easier.

In the past, the weight distribution was always a drawback to very deep wheels, because there was so much reinforcement near the outer edge of the rim to compensate for rim brakes and very high tire pressures. With both of those factors now out of the equation, almost all of the weight savings are near the outer edge, meaning less energy is needed to change speed. That goes for acceleration as well as deceleration. Overall, they are much more efficient dynamically, with almost 250 grams reduced from the outermost section of the rim profile.

We do love the quick engagement from the rear hub, and it is a real advantage if you are racing. Most of all, when there is the on-and-off power situations, like coasting in a draft to responding to an attack. For those who are holding steady power and never really coasting, it is a moot benefit but still nice to have. Overall, the hubs have been great, and Zipp offers a freehub for XDR, Hyperglide and Campy.

THE VERDICT

If you roll up to a ride on these 80mm-deep wheels, someone is bound to assume you got a new bike. They completely transformed the aesthetic of every bike we tested them on and were guaranteed conversation starters. The deep profile definitely alters the feel of your bike at speed with a more stable sensation. They also act as reminders to use your hips and body weight and not just your handlebars when making turns.

Speed is your friend with the 808 Firecrest, and the new lighter weight makes them a great option for the hardcore racer that knows the speed will always be high. For those who aren’t always pushing the pace, they aren’t the best option, especially in the wind. 

The deep-section wheel does deliver more of a speaker effect when you shift, amplifying drivetrain noise. If your bike is tuned perfectly, it’s not a big issue, but if it’s a bit off, you will be constantly reminded. Squeaky disc brakes have a similar effect, but we didn’t notice it as much as the shifting noises.

The tubeless setup and performance were top-notch, but the hookless bead means you must use a tubeless tire at all times. We don’t see this as an issue since most modern tire companies have realized it is the future and are producing plenty of quality options. The biggest change most traditionally minded riders will need to make is tire size and pressure—75 psi is the absolute max no matter what tire size is chosen.

Will you see us running the 80mm-deep 808s on every ride from here on? Probably not. However, with the huge reduction in weight, we won’t be surprised to see more of them at the local races and zesty group rides. For those interested in the absolute pinnacle performance from Zipp in super-deep wheels, check out the new Zipp 858 NSW. They have an undulating 82–85mm-deep rim shape and have an impressive claimed weight of 1499 grams. They also come with a hefty price tag of $4400.

PUNCH LINES

• Impressively light for 80mm

• Watch out for wind gusts

• Hookless and wide for modern tubeless

STATS

Price: $2300

Weight: 1663 grams (with tubeless tape and valves)

www.sram.com

The post ZIPP’S 808 FIRECREST CUTS WEIGHT AND WIND appeared first on Road Bike Action.

By Troy Templin

If you’re like us, you’ve no doubt been on a group ride when someone suffered a flat tire and they have neither the tools or even a spare inner tube to make the fix. And then they stand next to their bike with that dumb, helpless look on their faces. Maybe, in fact, that was you at one time! 

We’re always amazed at how frequently we ride with people who think they need nothing more than a phone tucked into their jersey pocket to help them out of a jam. In addition to a spare tube and tire iron, it also makes good sense to bring a multi-tool along on every ride, because you never know when that “anything can happen” moment arrives and a 5mm Allen is needed.

The problem with a majority of multi-tools is that while they’re decked out with Allen wrenches and maybe a flat-head screwdriver, the one tool that can be most helpful is not there—a chain breaker. And this is especially true with gravel riders who find themselves out back where non-Uber drivers will find you. 

FROM OLD TO NEW

No doubt road bike technology has come a long way, and there is much that separates a modern bike from one built just two decades ago. But whether you ride an old bike with downtube shifters and steel rims or a new bike with disc brakes, push-button shifters and carbon wheels, the one thing that unites every road bike on the road today is the chain. 

For some reason, chains seem to have a knack for failing at the most critical moments or in the most remote off-grid locations where a call for help is a long way off. You know, the valley between to epic peaks where there is no cell reception or easy way out but to walk. Sometimes it is with a group of friends on a fun ride that are all left making the decision to leave you behind only to have to come back for you in a vehicle later.

In my many years of riding, I haven’t needed a chain breaker all that often, and, to be honest, I have helped more people that needed one than actually fixing my own chain. But, what is clear is that in almost every case it was a complete godsend and rectified an otherwise unfixable and eventful situation. 

HOW IT WORKS

Chains are fairly simple, and to use a chain breaker, you really just need to understand the three basic parts: the inner plate, outer plate and pin. This pattern repeats itself to create a chain (that is the basic version). There is likely a master link, which is basically an outer plate that snaps together to complete a chain.

Method One

When a chain breaks, you will have an outer plate that is likely bent with a damaged pin and normally an inner plate that is fine. The chain breaker simply allows you to press the pin out of the other end of the damaged outer plate, removing it from the system. Normally, I personally would carry a spare master link and connect the two inner plates and be on my way.

Method Two

If you don’t have a spare master link, then it is a bit more tricky. You will need to go to the next outer plate and partially press out the pin that is nearest the last inner plate. You will need to press it about 75–85 percent of the way out, but make sure it doesn’t come all the way out. You will then need to remove the inner plate completely. Then you can put the inner plate from the other end into the outer plate with the partially removed pin. 

This next part is the tricky part. You now need to press the partially removed pin back in. This is where you need to take your time and having a good chain breaker is key. The pin needs to go back into the other outer plate but not too far. An easy way to see if it is correct is to test the movement of the chain at that pin. If it moves and the pin looks flush to the outer plate on both ends, you are mended.

Remember that if you use the second method with no extra master link, the chain is compromised and needs to be replaced immediately. This repair is only to get you home, and you should limit cross-chaining and really heavy torque on that ride home. If you had a master link and used that method one then you are likely good to roll like normal but you should inspect the chain for wear because something did cause it to fail.

Here are a few of our favorite multi-tools that have a chain breaker. I would also stress that most chain breakers found on a multi-tool are not intended for shop use but more of an emergency tool. I would always recommend
getting a regular chain breaker if you are going to be installing a new chain and maintaining your own drivetrain at home.

The post THE LEAST-USED BIKE TOOL THAT’S A MUST-HAVE appeared first on Road Bike Action.

By Jim Rutberg

The third hour is the proving ground for winter cycling gear. You can make it through one hour with mediocre gear. Mid-level cycling apparel will keep you warm enough for a two-hour ride, or at least allow you to get home before you’re too miserable. But deep into hour three, the strengths and critical flaws of winter gear come to the fore. With this in mind, I chose a chilly Saturday in December to put an ensemble of Craft winter cycling apparel to the test. 

Craft Sportswear has a long history of keeping athletes warm. The company’s founder, Anders Bengtsson, began designing thermal underwear and innovative base layers for Swedish fighter pilots in the 1970s. Before producing winter—and subsequently all-season—apparel for cycling, Craft was one of the most prominent clothing brands in Nordic skiing. Now part of New Wave Group, Craft produces technical apparel for running, cycling, triathlon, Nordic skiing, leisure fitness and more.

My personal history with Craft apparel dates back about 20 years to a thermal, wind-front base layer I purchased and have used every winter since. I still have it and wore it a few days before cracking open a box containing a brand-new Active Extreme X Wind base layer. The new one is a great update to one of my favorite pieces of winter gear. The wind-protection panels have been extended from the front-facing portion of the torso to include the front and top of the shoulder caps. This is a welcome change, as the shoulders are leading edges exposed to the wind for cyclists in performance-oriented positions.

THE TECH

The fit of the Active Extreme X Wind base layer ($99) was familiar. It’s a body-hugging design with flat-lock seams, but the polyester fabrics are soft and the fit is not constrictive. The Seaqual fabric, made from 100 percent recycled plastic (including 10 percent from plastics removed from the ocean), is a nod to the company’s initiatives to incorporate more sustainable and eco-friendly products.

On top of the base layer, I was trusting only a Craft Adv SubZ Lumen cycling jacket ($199) to keep my body heat in and the cold wind out. If I’m honest, foregoing a long-sleeved jersey between the base layer and jacket seemed like the biggest risk of the entire ensemble. I grew even more apprehensive when I realized the jacket was considerably lighter weight than the winter jackets I normally rely on. For added insurance, I put a long-sleeved jersey into one of the jacket’s three rear pockets, which are generously sized to accommodate extra layers without notably tightening the fit across the belly. They also feature drain
holes, and the right-side pockets (zippered and main) include ports for wired headphones. 

With just the base layer underneath, the fit of the SubZ Lumen jacket was roomy for me at 5-foot-9 and 145 pounds, but that also meant there was room to add an insulation layer if needed. The sleeves were notably long for me, and even in a forward road cycling position, smoothing out the sleeves required rolling the cuffs three times. Thankfully, the material is thin enough that rolling the cuffs didn’t affect the fit of the Siberian Glow Split Finger gloves ($75).

To keep my lower body warm, the jacket and base layer were paired with Adv SubZ Lumen bib cycling tights ($179). With a 31-inch waist and 30-inch inseam, the men’s medium was a little longer and roomier than I expected but comfortable. The flat-lock seams around the knees and the zippers at the cuffs are thoughtfully positioned to minimize bunching or chafing—another winter gear issue that seems to crop up after three hours. 

The Craft ensemble was finished off with the Siberian Glow Split Finger gloves and an Active Extreme X Wind hat ($40). The hat’s construction was similar to the base layer, with a wind-protection panel across the front and soft, warm polyester around the rest of the head. The contoured shape allowed for full coverage low across my brow, down over my ears and low across the base of my skull. The gloves feature huge reflective panels across the entire back of the hand and fingers, just in case you need to direct a taxiing aircraft.

OUT ON THE ROAD

Here’s the thing, I hate being cold, and I don’t perform well when I’m cold. My legs feel like blocks of wood, my power output drops, perceived exertion goes up, and all I can think about is how soon I can get home. During the test, though, my legs felt great and my performance (power output, heart rate and perceived exertion) was comparable to a day 30 degrees warmer. Besides the cold air on my face and my slowly chilling feet, I didn’t really notice the air temperature was hovering around the freezing mark. 

On test day, the temperature in Colorado Springs, Colorado, was between 31-35 degrees Fahrenheit, with sunshine and light wind at 5–10mph. The first 90 minutes of the ride was slightly uphill with a crosswind, a combination that could very easily result in overheating and sweat-soaked layers. Instead, I stayed warm and dry and, best of all, strong.

I planned my route specifically to see how the apparel would handle the transition from sweating on a gradual climb to mostly spinning on a prolonged downhill into a headwind. Turning into the headwind and gaining speed, I anticipated a sudden chill across the front of my body accompanied by a crushing ice-cream headache. Nothing. Twenty minutes later, at the bottom of the descent, my nose and toes were the only parts of me that were notably cold. 

I had also arrived at a critical junction. A left turn would commit me to a route of nearly four hours with no early cut-off options. That would get me home after 4 p.m. on December 18, just three days before the earliest sunset of the year and at least half an hour after the sun dips behind Pikes Peak. Straight ahead would offer plenty of options for getting home before the temperature dropped with the sun. 

A week earlier, in similar conditions, I went straight; on test day, I turned left. I wasn’t counting the miles and minutes until I could get off the bike. I wanted to keep riding. Even my feet, which were not clothed in anything related to Craft, weren’t as cold as normal, perhaps because the rest of me was warm enough to keep some circulation moving all the way to my toes. 

THE VERDICT

As I cruised through the final few miles of the ride, in the cold shadow of Pikes Peak after four hours on the bike, I only wished Craft made winter socks and/or cycling shoe covers. If I were to change anything else, it would be the gloves. My hands were plenty warm enough throughout the ride, and even rewarmed pretty quickly following a stop when I took them off for several minutes. However, the squared-off shape of the fingertips made operating the shifters and brakes somewhat clumsy, even for split-finger gloves, and the placement of the thumb-to-palm seam limited the comfortable options for hand placement.

The latter could be mitigated with a larger size, potentially, but that might also exacerbate the problem of excess bulk at the fingertips. I don’t necessarily think it’s a flaw in the design of the gloves as much as it is related to the shape of my hands and the setup of my brake hoods, but if you’re ordering a pair, I’d recommend ordering two size options (read the return policy first), trying them both on and keeping the pair that might seem a bit large.

www.craftsportswear.com

The post CRAFT WINTER WEAR – ONE MAN’S BATTLE TO STAY WARM appeared first on Road Bike Action.

Few changes to bicycle technology were as impactful as the creation of multi-geared drivetrains in the 1880s and the eventual adoption of gears in the Tour de France in 1937. Since then, the technology has been meticulously modified to get us to the streamlined, 12-speed wireless shifting available to us today. Bringing a unique take on the increasingly complex world of drivetrain tech is Belgian start-up Classified.

While we first started seeing Classified news in the summer of 2021, it wasn’t until we attended the Sea Otter Classic in April that we got our first hands-on experience with the Powershift system where it was making its North American debut. Despite getting the low-down on the gear-reducing tech during a quick ride around Monterrey by Classified backer and cycling legend Tom Boonen, we came away skeptical, wanting a more thorough review. 

THE TECH

Classified has a relatively simple pitch; keep the benefits of a 1x drivetrain without compromising the gear range offered by 2x. The magic happens inside the rear hub, which houses a planetary gearbox that reduces the gearing by 30 percent, or a .7 ratio. So, if you have a 50t chainring, when the hub gear is reduced, the ratio changes to essentially how a 35t chainring would perform. This all happens wirelessly over a Bluetooth connection between a shift button located on the handlebar and a receiver in the rear axle. 

Due to the unique hub design, a proprietary cassette is required. Classified offers a total of eight 11- and 12-speed cassettes that range between 11-28 and 11-34. They feature a one-piece steel construction that generally saves weight over a traditional cassette. For example, our 11-28 cassette is 18 grams lighter than the comparable Dura-Ace cog.

A Bluetooth connection facilitates communication when the shifter is called upon. Classified claims their system shifts faster than SRAM or Shimano and can handle up to 1000 watts of power during a shift. While we’re not sure when we’d be shifting what is essentially a front derailleur while pedaling at over 1000 watts, it is a reassuring statistic. 

Since our first ride at the Sea Otter Classic, Classified has announced a flurry of deals with wheel brands like DT Swiss, Enve and Mavic, who have agreed to partner with the company to manufacture compatible wheelsets. This expansion is one of many we see in Classified’s future. Beyond just the wheel market, partnerships with major drivetrain manufacturers will be the key to Classified’s mainstream adoption. Once the proprietary Classified shifter can be integrated into a SRAM, Shimano or Campagnolo shifter, the process will be sufficiently streamlined; although, the value of such a proposition will likely have drivetrain manufacturers vying to build a wireless hub of their own.  

THE RIDE

To test the Classified system, we got a hold of a Ridley Kanzo Fast equipped with the Powershift system. The Kanzo is Ridley’s aero gravel bike, which we reviewed right after it launched in 2019. Designed with speed and stability in mind, Ridley combined a 102.6cm wheelbase with a 71.5-degree head tube angle. The Kanzo sports a high stack and reach of 58.7cm and 38.5cm respectively.

We’re not exactly sure what the gravel scene is like throughout Europe, but on paper, the Ridley is optimally geared for all-out speed, like the flat gravel terrain and 90-degree turns found in the heartland of America. While aerodynamics might seem out of place for the traditional slow-going that defines gravel where we ride, just like on the road, wind resistance is still the biggest obstacle facing any cyclist, and those looking for marginal gains will appreciate the minimal aero refinement the frame shaping of the Kanzo provides.  

Thanks to the Powershift drivetrain, the Ridley’s 1x 46t chainring rides like a 46/32t 2x. It ups the ante on the 1x-specific Kanzo frame and adds an unmatched level of utility to the race-focused frame. Shifting under power while climbing or pedaling hard results in a clunk. The shift is quick, but the resulting noise had us second-guessing its effectiveness. 

It’s worth noting that the Powershift system is only available through Classified’s dealer network, who will be responsible for the installation. Theoretically, the shifter can be installed at any place on the drivetrain side of the handlebar. This ensures a clear connection to the receiver axle. Our shifter was placed midway down the drop, much like a Shimano sprint shifter. On our first few rides, we found ourselves accidentally grazing the button on rough terrain, resulting in an unintended shift. This happened less often the more we rode the bike, and it reminded us of similar shifting miscues when switching between SRAM and Shimano drivetrains. 

THE VERDICT

Classified is on to something promising and has created worthwhile tech. With the news of a handful of European and American wheel makers like Enve set to produce compatible hoops, as well as bike brands offering the system as an OEM option, we could see ourselves finding a stock bike built with the Powershift system by one of Classified’s partners shortly. Currently, it is a major commitment to purchase the system as an upgrade, but once the idea is accepted by some of the major drivetrain manufacturers, we imagine Classified’s Powershift system will be a mainstay for many. 

While we tested the Classified system on a gravel bike, it’s worth noting that Classified offers road configurations as well, and they recently notified us of plans for mountain bike compatibility. While it’s nice to see so many former WorldTour riders like Tom Boonen and Marcel Kittel endorse the Classified system, the technology is still in its infancy. It will be interesting to watch how Classified continues its growth in the cycling industry.

PUNCH LINES

• A wireless 2-speed gear hub

• A complicated solution  

• Could use refinement 

STATS

Price: $2600
Weight: 515 grams (hub, axle, shifter)

www.classified.cc

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