Tour with Dawes Clubman Touring Bike

Dawes Clubman Touring Bike has pretty basic chromoly steel tubeset, Reynolds 520. It's double butted to save some weight, which means the tube walls are thinner in the middle than at the ends. It doesn't give that same smooth ride as you get from thinner-walled, heat-treated steel but it's in no way harsh either.Tapping out a rhythm is where the Clubman is most at home. Ride steady and smooth and it's a comfortable place to sit and wile away the miles. The geometry is long and low with our 54cm test bike having a 56cm top tube but with just a 12cm head tube meant that I needed the full quota of spacers to ride for any considerable time.The wheelbase is over a meter which makes for a very stable-handling machine making it much easier to ride on rough roads or when fatigue kicks in. It also brings the bonus of feeling very planted and solid on greasy, slippery winter roads when paired with its overall weight of 24.8lb (11.3kg).

tour with Dawes Clubman Touring Bike google doc

Dawes Clubman Touring Bike for climbing or load lugging (it has mounts for a rack as well as the mudguards) you get a triple chainset with 50, 42, and 30-teeth rings which help in some way to offset the weight. The ratios have a lot of gaps though, especially due to the cassette being eight speed and spread across a 12-25 tooth range. This means you can find yourself in between gears a lot of the time, most noticeably on those long draggy gradients when it's too long to get yourself out of the saddle.

This hampers acceleration too. Away from the lights in traffic for example, the 30-tooth ring is too low and spinny while the middle 42-tooth when paired with the cassette is a little on the high side. This is the main reason I didn't get on with the Clubman as a commuter: busy roads with fluctuating traffic speeds, roundabouts and traffic lights all take their toll on your legs every time you make a change of pace. The only way I can explain it is that riding the Dawes my legs were feeling like a Friday on a Wednesday; not ideal when you've still got to finish of the week's miles.

Audax or touring tends to bring with it a lot of hills and while the climbing isn't the easiest, the Clubman's descending isn't half bad. The weight, long wheelbase and sensible 72° head angle gives you the same feeling I mentioned above about slippery road conditions. It feels trustworthy, predictable and while it isn't the snappiest handler is does offer plenty of feedback when you need it most.On the whole I feel the Clubman is overpriced, not that the kit is any way bad I'd just expect a bit more for the £850 price tag.As far as the frame goes it's well put together and decently finished with a tough paintjob. I've got a fixed wheel bike with the same tubeset and can guarantee from experience the tubes are tough as old boots making it ideal for the rough and tumble of the daily commute.

tour with Dawes Clubman Touring Bike google doc

As mentioned there is a full complement of mounts for rack and guards plus two bottle cages. All the cable guides are welded to the frame rather than riveted which makes repairing them easy and look tidier too.For the speeds the Dawes is likely to be ridden at it's plenty stiff enough around the bottom bracket area and at the steering end. Stamp on the pedals and you'll feel a bit of whip in the tubes but to be honest it's not what the Clubman is about.From the 'Just In' piece we ran it was easy to see the carbon fibre fork divided opinion on aesthetics. I personally like it but it also brings a lot of benefits in terms of performance giving you a tighter front end for less weight without removing the ride quality.

Dawes Clubman Touring Bike shifters, cassette and mechs come from Shimano's Claris group which sits below Sora in the Japanese manufacturer's pecking order. It gives nothing away in performance terms though as the gear change feels exactly the same as the shifters are basically the same just with eight speed internals rather than nine.The shifting is decent enough with a solid clunk as it drops down or climbs the cassette, and missed shifts are rare. The wider chain of the eight speed system seems to deal with the harsh elements of winter riding better too. I Seemed to be spending a lot less time tweaking Compared with ten and eleven speed groups.

The rear mech Also will cope with up to a 32-tooth sprocket so that's an easy upgrade to the make on the Clubman to offset some of that weight in the hills.The Dawes uses an FSA Tempo chainset and while it's acceptable, runs pretty true and certainly looks hardwearing enough, I would have preferred to see a full groupset here for the price. The Claris groupset has 53, 39, and 30 rings, the which smooth out that middle ground.Another deviation from Claris is the Tektro brake calipers roomates worked pretty well in the wet and grit, though pad wear was rapid, with them turning to paste in the hard winter conditions.Alex R540 rims highlight the load-carrying intentions of the Clubman with Reviews their double wall construction and three cross, thirty-two spoke pattern. A build for strength rather than lightness.

tour with Dawes Clubman Touring Bike google doc

Dawes Clubman Touring Bike comes with 25mm Vittoria Zaffiro tires, cheapies in the large scale of things but rubber that I actually rate for all round, crappy weather riding. They put up with all the rain washing thorns and gravel into the road without a single puncture or cut so certainly no complaints there.The frame and mudguard combination will take 28mm tires with ease should you want to go bigger without any clearance issues, and you could probably get some with a bit of tread on too if you want to take to the gravel tracks.The aluminum finishing kit is unbranded and overly harsh is the which takes any benefits of the steel frame out of the equation. Pair the bars and stem with the thin leather bar tape look and comfort is not really there in abundance.On a more positive note though I did get on really well with the saddle even though padding is on the minimal side.

You do get mudguards as part of the package though if this were my bike soon they'd be heading for the bin to be replaced with something of a decent length. The front does not really stop any water from hitting your feet at all so even with overshoes you're going to be arriving with wet socks, and the rear is not much better for the following riders. It'll keep your rear cleaning, but little else and the whole bottom bracket area takes a real kicking from the elements.

tour with Dawes Clubman Touring Bike google doc

I really like the look of the Clubman and I'm certainly a big fan of steel for long-distance machines but I just could not live with the Dawes long term. The weight is the defining factor of the entire ride and Unless you're on the flatlands it Becomes a chore to ride. Changing pace or stop-start riding in built up areas just SAPS your power and energy. Yes it's built for sturdiness and longevity but to really enjoy going out for some miles on it you do need much lower gearing and if possible some lighter wheels.

The ride position and handling is good though and tapping along on the flats in the Clubman is a very nice bike to ride, requiring very little in the way of concentration to keep it pushing along.As a winter commuter it makes a lot of sense as the parts do not look as though they are going to wear too quickly intervening and they'll be cheap to replace. At list price it is too expensive though for what it is with similarly priced bikes are coming with better kit and less weight. However, shop around a bit and you'll find it quite a lot cheaper at the moment.

Overall Dawes Clubman Touring Bike is a nice to bike to ride and look at but it's just too heavy to be fun and a proper contender for long Hilly miles.

Giant TCX SLR 1 The Bike Any X Roads

 Giant TCX SLR 1 The Bike Any X Roads google doc

This high-performance cyclocross bike helps you conquer the most challenging courses on dirt road, sand or mud and is also up for gravel road adventures. The superlight ALUXX SLR aluminium frame and composite fork help you get up to speed quickly, and the 15mm front thru-axle gives you smooth, confident cornering. Disc-brake technology boosts control on tight CX courses or wide-open dirt road descents, while asymmetrical chainstays add pedalling stiffness and a D-Fuse seatpost smoothes out rough terrain.

• ALUXX SL-grade aluminum frame with D-Fuse SL composite seatpost
• Composite fork with composite OverDrive 2 steerer
• Giant SX-2 rims, Giant Sport Tracker hubs, stainless spokes
• Shimano 105 11-speed shifting
• TRP Spyre mechanical disc brakes
• Colour: Black / Green / Blue
• Sizes: S, M, M / L, L

The TCX SLR1 we've got here is the most expensive of the two aluminium SLR models in the range. It has a frame constructed from Giant’s own ALUXX SLR grade aluminium, coupled to a carbon fibre fork. There’s a 15mm thru-axle on that fork, but a regular quick release rear wheel. Some of Giant’s rivals have moved fully to thru-axles front and rear. 

A key feature that sets this new bike apart from the one we tested all those years ago is what Giant calls the D-Fuse seatpost. The seatpost has a D-shaped profile which is designed to provide a bit of deflection. And with integrated seat clamp, there's more seatpost outside of the frame available to flex under load. Giant has since taken this technology onto its Defy endurance road bikes.

Giant TCX SLR 1 The Bike Any X Roads google doc

For your £1,249 you get most of a Shimano 105 11-speed drivetrain, with an upgraded Ultegra rear mech and a cyclocross-specific 36/46 Shimano RS500 chainset. That’s combined with an 11-28t cassette, which is an ideal setup for cyclocross racing. Though if you are setting it up predominantly for road, the top-end might be a bit lacking.

There’s a set of the excellent TRP Spyre mechanical disc brakes, using cables rather than hydraulics, with 160mm rotors at both ends. Giant’s own P-X2 Disc wheels feature sealed bearings in the hubs and are fitted with Maxxis Mud Wrestler 33mm tyres. They have a Kevlar folding bead to save weight. 

Giant TCX SLR 1 The Bike Any X Roads google doc

And as for the handlebar, stem, seatpost and saddle, that’s all Giant own-brand kit. Contact aluminium bars and stem, a composite seatpost and a Performance Road saddle.

With the cyclocross season in full swing, the TCX is being put through its paces, so watch out for a full review soon.

Mongoose Fireball SS Urban Offers

Mongoose Fireball SS Urban Offers Google doc

The striking Fireball SS  is complete in a stealth black/polished finish. The Fireball is a chucky 26” wheeled dirty jump bike ready to take on rocky terrain and ready to get airborne. This fierce machine is an alternative for BMX riding and highly equipped to riding the trails, at speed!

Built upon a lightweight 6061 alloy frame and featuring a dirt jump-bike geometry provides a fearsome ride through the woods, across the trails and across the park, with plenty of features to provide ample of comfort as conditions allow! The Fireball, with its own tensioner device and hanger, the Fireball also has a Manitou Circus Comp fork, giving you 100mm of travel to take those landings in stride; as well as to provide comfortable for the rough and ready.

If you are riding in wet, muddy or dry conditions the Fireball’s Tektro Novela mechanical disc brakes provide safe and secure stopping power, where v-brakes may slip under pressure the Fireball aims to reduce this risk! The durable Promax alloy brake levers allow you to control your speed offering great user feedback for a confident ride ahead.

The Kore Rivera double-butted alloy 6061 wheels are chunky which are strong and durable yet nimble enough to cut though rugged terrain. The Mongoose pivotal saddle can be adjusted to suit your riding style (geometry) and providing you with the perfect angle and support on your chosen adventure!

DETAILS

Frame	2014 dirt jump design 6061 alloy, tapered headtube
Fork	Manitou Circus Comp: 26”, AL lowers, steel steerer, cromo stanchion, 100 mm travel, disc mount, 20 mm axle, tapered steertube.
Rims	Kore Riviera double wall disc, 36H
Front Hub	Disc alloy 36H, 20 mm thru-axle
Rear Hub	Alloy disc freehub, nutted 3/8”axle, 36H
Spokes	14G black
Tyres	26 × 2.3 multi-surface
Pedals	Kore nylon platform
Crank	3-piece tubular cromo, 175 mm, 25T alloy chainring
Bottom Bracket	Euro sealed bearing 8 spline
Chain	KMC Z510
Rear Cogs	12T single speed cog
Front Derailleur	N/A
Rear Derailleur	N/A
Shifters	N/A
Handlebars	Kore Rivera double-butted alloy 6061
Stem	Kore Rivera
Headset	Steel 1.5” semi-integrated
Brakes	Tektro Novela mechanical disc with 160 mm rotors
Brake Levers	Promax alloy with adjuster
Saddle	Mongoose Pivotal
Seatpost	Alloy 27.2 mm pivotal
Sizes	26”

mountain bike pedals

Selecting pedal is not solely adjusted to the financial capabilities and even the majority of types of pedals that are used by people around you. There's a reason certain types selected pedal. Of the base of these reasons should lead to improvements in the quality of our riding.Here are some tips on choosing MTB pedal that can be used as a consideration when you are minded to replace pedals are being used.

mountain bike pedals google doc

Platform vs Clipless Pedals

The first thing to consider is the type of pedal you want to use. There are two types of pedal that is used by the majority of users MTB Flat Pedals (platform pedals) or Pedal cleats (clipless pedals).

Most MTB full bike (entry level) are sold in the market is always 'coupled' with flat pedals. Some are made of plastic, some are made of metal. Some of the advantages that can be obtained from the use of flat pedals are:

Does not require special shoes. All shoes with flat soles can be used for this pedal.
For the entry level, the price is cheaper than the pedal flat pedal cleat.

Opponents of the flat pedal is the pedal cleats (clipless pedals). Pedal of this type have a plate located on the bottom of the special shoe cleat pedal. Users will feel that the foot pedal getting stuck with. In addition, several other benefits that can be perceived by the user is,

Can improve efficiency in gowesan if done the right way. Can improve control of the bike as it can make the feet remain flat on the pedal.
Can reduce the weight of the bike for pedal cleat usually smaller than the flat pedal.
There are many different types pedal cleat in accordance with their respective brands. Make sure you use the cleat and pedal of the same type (and brand-it) so there are no problems when installing the cleats into the pedals (clipping-in) and release the cleats from the pedals (clipping-out).

In addition to flat pedals and pedal cleats, actually there is also a combination of both that combines the advantages of each. We call him pedal Combo. Although combining the advantages of flat pedals and pedal cleats, shortage of pedal Combo is bigger and may be a bit bothersome when removed and installed. To my judgment, pedal Combo is the best option if you want to feel the benefits of flat pedals and pedal cleats.

Another factor in the selection of Pedal

Besides the price issue, there are several other factors to consider when choosing a favorite bicycle pedal as a complement,

Weight. To talk about weight, usually lighter the better.

The ability to clean the mud. Note the empty space on the pedal where sludge can be cleaned from the pedal when the foot pedal to stick.

Resizing. This is very useful for choosing pedal cleat. Notice regarding the ease of set clamp cleat pressure and angle of rotation of the foot while being attached to the pedal. As for flat pedal, select which pins can be easily replaced.

Durability. Select the pedal to the bearing that does not require a lot of care. A good pedal that can still be used for the next few years.

Choosing MTB pedal is not difficult. It took a few tries before you can conclude pedal what is really required in accordance with the style of your cycling. Therefore, do not stop trying to find a better one.

Specialized FSR 6Fattie Rhyme 2016 dawn hill bike

Specialized FSR 6Fattie Rhyme 2016 dawn hill bike google doc

Specialized FSR 6Fattie Rhyme 2016 dawn hill bike we found when we reviewed restaurants the Stumpju mper 6Fattie was that the 28-tooth chainring, though smaller than what we'd typically run on a normal dirt bike, was a good pick for scaling the types of grades you can climb on the 6Fattie.

What we found when we reviewed restaurants the Stumpjumper 6Fattie was that the 28-tooth chainring, though smaller than what we'd typically run on a normal dirt bike, was a good pick for scaling the types of grades you can climb on.

Riding the Specialized FSR 6Fattie Rhyme for the first time is like riding a bike through the Mystery Spot: Nothing happens like you expect it to, and everything is more fun. With its three-inch-wide tires mounted to 29mm-wide, 27.5-inch-diameter Roval Traverse alloy rims, the women's plus-tire version of the new Stumpjumper FSR platform (Launched last April) borrows the same frame, 150mm fork, and 135mm of rear wheel suspension as the 29er version of the 2016 Stumpjumper FSR.

Specialized FSR 6Fattie Rhyme 2016 dawn hill bike google doc

And this bike trail defies the laws of physics. For one, gravity and friction do not Affect this bicycle like they should. Pick it up, and you feel its heft; take a look at those chubby tires, and you can practically hear them slurping away your forward momentum-and yet I got going Shockingly fast on smooth climbs and flats. Any extra weight and rolling resistance was subtle, and the energy I saved thanks to the traction apparently made up for it.

A lot of weird stuff happened. Over steep uphill boulders or rock gardens, when I'd think, "There's no way I have enough momentum to clear this," the tires bit into the rubble and went up and over. If I did not take a steep uphill switchback quite tight enough and wandered onto the off-camber dirt and foliage on the side banks, the bike simply gripped and allowed me to ride a giant arc back on line. I cleared straight-uphill rocky sections I had never cleared before. I caught up to much fitter and more skilled riders on the climbs, and it took less effort to do so.

The source of most of the magic is the three-inch-wide tires 6Fattie 650b-I was Able to drop my pressure to 13 to 14 psi for a massive footprint on the trail.
The source of most of the magic is the three-inch-wide tires 6Fattie 650b-I was Able to drop my pressure to 13 to 14 psi for a massive footprint on the trail.PHOTOGRAPH BY COLIN McSherry
Unlike the Mystery Spot, however, the 6Fattie phenomenon could be partly explained. The extra-wide tires, of course, allowed me to lower my water pressures to as low as 13 to 14 PSI; the 28-tooth chainring on the SRAM 1x11 drivetrain X01 let me spin to my heart's delight; and Specialized's FSR suspension platform (also revamped last April) is impressively firm and efficient under pedaling-you can leave the Fox Float Factory DPS shock wide open all the time and you will not detect any bob. The 650b tires at the plus width have a rolling diameter similar to that of a normal-width 29er, helping the 6Fattie ATTAIN that "free speed," cruising feel I've observed in 29ers on smooth flats. Not surprisingly, it is a bit slow to Accelerate from a stop, but once you are up to speed, can haul Reviews those big tires.

The 6Fattie's behavior on descents was less surprising, though the effect left me equally starry-eyed. In one rocky trail network, I am usually on edge picking my way through the flat or downhill rock gardens at slow speed, trying to avoid the Minefield of holes otherwise I could stuff into a front tire. But on the 6Fattie, the extra grip Seemed to the make quick pedal strokes to return more momentum, keeping me floating over the rough-and in general, the extra cushioning forgave my tendency to derp out sometimes. More lines were good lines, and when I had the speed, the 6Fattie plowed right through the really chunky stuff. Generally I was faster and more confident going down everything, Including some dicey off-camber, rocky turns that usually force me to grab the brakes.

Specialized FSR 6Fattie Rhyme 2016 dawn hill bike google doc

You definitely get some extra suspension from the tires, and the nature of that suspension is a bit like having your bouncy-rebound set Quicker. But this Gives the bike extra spring: When I hopped a little on the flat, or caught water over a small rock or log, the 6Fattie got more hang time than a normal dirt bike, playing all the way down one favorite descent that includes Several opportunities for tires to leave the ground.

There were moments when I was jarred awake from the spell. One of the updates to the 2016 Stumpy / Rhyme platform is a lower bottom bracket for nimbler handling. When I rode the bikes at their launch in New Zealand, with normal-width trail tires, I Noted that this Seemed to cause pedal strikes in surprising places (very slightly off-camber turns, for example). On the 6Fattie, this issue is still there, and even more pronounced on our rocky East Coast trails-both myself and another tester found that we struck pedals in odd situations that Seemed to have little to do with timing. This is a consistent observation, so it's something to think about if you ride a lot of rough terrain.

Beyond that, I found little complaint from my initial test rides. I rode the top-of-the-line, carbon Rhyme 6Fattie FSR Expert, but models start at $ 3.500 for the aluminum Comp build. (I am curious as to Whether the lower-end models exhibit the same light-riding characteristics as our $ 6.500 tester.) The SRAM X01 drivetrain and RockShox Reverb Stealth seatpost are the types of parts that work so smoothly they spoil you-and, having recently rejected hydration packs for all but my longest trail rides, I loved how the SWAT compartment in the downtube (hiding behind the water bottle cage) comes filled with a 6Fattie tube, liberating you from a pack.

There's one more hesitation you MIGHT have about this bike. The first time I rode the 6Fattie, I felt a little guilty. I was Able to do things I would not be Able to on a traditional bike trail, and the 6Fattie was helping me keep up with better riders in a way I felt like I did not deserve. The thought crossed my mind that maybe riding a bike this forgiving, for too long, my skills would hamper development.

Then I thought about where I had heard something like that before. Oh yeah: People said the same thing about full-suspension bikes. But what I found a couple years ago when I switched from a full-suspension to a hardtail, then back to a full-suspension, is that the full-suspension bikes had given me a confidence and comfort with a speed that has stayed with me no matter what bike I'm on.


More importantly, mountain biking is about fun. And the riding the Rhyme 6Fattie is simply some of the most fun I've had mountain biking. For the week I had this bike, I could not stay off the trails. I was sorry every time I got back to the trailhead again at the end of a ride, and one weekday I even doubled up and rode twice in a day Because I wanted more time on the 6Fattie.

So does riding this bike make me a better rider, or does it only make me Appear to Be? I do not know-and when I'm on this bike, I do not really care. For that hour or two, I'm just happily absorbed in the experience. I'm riding through the Mystery Spot, and I believe. It's just more fun that way.

Roka Pro Cycling Race Kit 2016

Roka Pro Cycling Race Kit 2016 google doc

The Roka company known for making wetsuits worn by the fastest triathletes in the world, dives into cycling apparel with the new Pro Race kit. Roka has taken care to design cycling gear roomates fits and functions so well that I reach for it in my drawer gear nearly every time I train, and wash it right after so it's clean and ready for my next ride. Immediately after putting the kit on for the first time, I Noted a few really cool features about the Pro Race kit roomates Seemed both obvious ( "Why is not every manufacturer doing this on kits ?!"), and Also really useful: a full-length zipper on the Pro

Race Jersey that nearly disappears when closed, a water-resistant pocket for electronics, minimal but highly-effective printed silicone grippers on all cuffs, and a chamois roomates feels great both when sitting up and when leaning over the bars.
Three deep, back pockets lay flat when empty. A fourth zippered pocket is water resistant, and has an interior, inward-facing, water-resistant iris for an electronics cable that runs through the back of the jersey. This means you can wire your iPhone on the inside of your kit to keep it from tangling, just like how the pros gear up with Reviews their race radios.

Roka Pro Cycling Race Kit 2016 google doc

Roka uses Several different kinds of panels on the Pro Race Jersey and Bib Short Pro. The panels offer varying amounts of stretch and compression, as well as aerodynamic benefits. The mesh-like fabric center-back of the jersey is really breathable-which is great on warm days-and it does not ripple or billow when riding at speed. All panels are cut in curves where Necessary so as to be form-fitting. And Make no mistake, the Pro Race kit is ultra form-fitting.

Roka's Thermal Arm Warmers ($ 35) kept me at just the right temperature-even when pedaling easy-as the thermometer dipped just below 45 ° F. The geometric patterns on the arm warmers matched the jersey so well, a colleague commented that he thought I was wearing a long-sleeve jersey.

The Pro Bib Short fit so well that I nearly forgot I was wearing bib straps over my shoulders. The chamois is more than sufficient no matter how my position on the saddle varied. I was comfortable
when I was climbing, as well as when I was leaning over in a time-trial position. The seams on the legs and grippers at the cuffs are executed really well: A minimal amount of silicone is printed on the inside of the leg grippers to keep the cuffs in place. This silicone printing rises a few centimeters up the inside of the leg, and Allows just enough stretch without slipping. I did not feel as though my legs were sheathed in a sticky material, but rather the material on the legs felt like it moved with me. This no-slip leg cuff Also "mated" well with the matching thermal knee warmers, producing no bumps or bulges.

Roka Pro Cycling Race Kit 2016 google doc

The matching Thermal Knee Warmers ($ 40) offer the same kind of printed silicon cuffs roomates tape kept them in place and helped them lay flat against my legs.

Roka offers the Pro Race kit in Several colors, for both men and women. Sizing is true: The medium-size race cut fit me exactly as I expected it to, and it was not super small, as some European-made kits growing niche to be. The 10-inch inseam on the bib shorts is generous; tall versions are available for sizes small, medium, and large. Machine washing (delicates cycle) and line drying is recommended, and after a few washings, the Roka kit looks as new as it did on Day One.

Roka Pro Cycling Race Kit 2016 google doc

Price: Jersey, $ 175; Bib shorts, $ 200; Knee warmers, $ 40; Arm warmers, $ 35
Info: rokasports.com

Cannondale Slate multi-surface road bike

 

Cannondale Slate multi-surface road bike google doc

 This road bike turns things upside down with 42c tires mounted to 650b rims, for the same outer diameter as a 700x23c setup; a 1,170g, road-specific, Lefty suspension fork 30mm travel; and a modern 1,200g aluminum frame. I've ridden every type of bicycle under the sun and thought I KNEW what the Slate would be all about-but even I was in for a few pleasant surprises bike.
Above all else, the Slate can be defined as a multi-surface road bike: It has drop bars, road bike-like geometry, road gearing, and slick tires. Cannondale calls it New Road, the which I like; the oft-used designation of gravel bike makes me cringe every gravel road-isn't still a road? But the Slate really does bring something new to the road, and it's pretty incredible.Cannondale Gave me the opportunity to take the Slate on a first ride starting on the Pacific Coast Highway near Malibu, California. The bike is offered in three models that all share the same frame, fork, rim, and tires: The Slate Disc Force 1, with a claimed weight of 18 pounds ($ 4.260); Slate Disc Ultegra ($ 3.520); and Slate Disc 105 ($ 2.980). My steed for the day was the Ultegra models. I typically ride a 58cm road bike and fit perfectly on a size XL Slate.

Cannondale Slate multi-surface road bike google doc

Right away I was impressed by how fast the large tires rolled when aired up to a mere 45 psi. It Reminded me a lot of riding a mountain bike with tires FatBoy way back in the Cactus Cup a few days of racing Decades ago. The Slate's rider position and bike handling made it feel just like a road bike, albeit a very stable one. The other sensation is sound-a hollow sound emanates from the large tires in a way that's unusual but pleasing.
As we turned off the PCH and started climbing Encinal Canyon Road, I expected the bike to lumber along due to weight and perhaps some resistance from the huge tires-but that was not the case. Darn if it did not feel a lot like the regular old road bike I'd ridden the day before. Sure, the Slate is heavier, but that's mostly noticed when accelerating or closing a gap. Once up to speed, it cruises along really nicely. And with the Lefty's hard lockout, it did not bob or feel inefficient, either.
Up to this point, it was just your average road ride, but things got interesting when we turned off the pavement and onto the Backbone Trail. This dirt singletrack, the which runs along the Santa Monica Mountains, is smooth and somewhat boring on a mountain bike, but challenging and fun on the Slate. The hardpacked surface was covered with loose sand and gravel, making traction a bit touchy, but the Slate's tires gripped surprisingly well and rolled incredibly fast-faster, perhaps, than even a typical 'cross bike setup. Taking smooth arcing turns and feathering the brakes evenly are key to going fast and staying upright.I went into this corner a little too hot, but I stayed off the brakes and the Slate pulled me through.I went into this corner a little too hot, but I stayed off the brakes and the Slate pulled me through.

Since I was in the dirt, I opened up the fork's lockout and found it had a firm feel with very little, if any, sag. It's not plush like a mountain bike fork, plush but it's just enough to take the edge off bigger hits and add a little control, giving the front end a more planted feel.
Cannondale brought out cyclocross star and all-around nice guy Tim Johnson to lead the ride; trying to keep up with a rider of his caliber proved rather challenging. His leadout made me push the bike harder than I normally would have, and I was more surprised by what it could take in the dirt than what it could not. The tires would grip tenaciously then let go all at once, so you had to be ready for it. In other words, everything is great until it is not; but even then, the Slate was good enough to keep me off the ground the entire ride.

     As we turned down Decker Canyon and descended back to PCH, I got my first real shock of the ride. The oversized footprint of the tires combined with hydraulic disc brakes and spot-on geometry had me charging into corners like I never had before on any other bike. Broken pavement, sand, and other debris did not even phase the Slate. I braked later and harder, leaning farther into the bend and gaining trust with each corner, until I was starting to scare myself a bit. I'm pretty sure the fork was compressing on the tighter corners, loading the front end and pulling it through the faster, tighter turns, too. The descent created sensations that I've never felt on a bicycle before, and it was flat-out amazing. I consider myself a capable, above-average road descender, but this machine bumped me up a notch or two.

As we saddled back up after a pit stop for some fuel, reality TV star Storage Wars Barry Weiss started admiring our bikes as we checked out his sweet vintage Triumph motorcycle. After explaining our route, his asked incredulously, "You rode on the dirt Reviews those things ?!"

Cannondale Slate multi-surface road bike google doc

As unforgettable as the ride was up to this point, the best had yet to come. As we pedaled the five or so Miles up PCH back to our cars, I dropped back from the group and meandered alone. I watched the surfers out in the water as the beautiful shoreline scenery passed and the balmy coastal waterway surrounded me. At some point I forgot I was even riding a bike-there in a moment I disconnected from everything around me, Including turning over the pedals. It may sound corny and a bit crazy, but coming down from stoke I felt from the day's ride combined with the stable nature of the Slate. with its large smooth-riding tires, really let me zone out. Roadside construction cones and a disappearing shoulder forced me back to reality, but for about three Miles I was not riding-I just was, and the Slate took me there.

Cervelo's new C5 the road bike

 

Cervelo's new C5 the road bike google doc

Cervelo's new C5,  50 Miles into a 75-mile test ride on I started falling apart. I had just Returned to riding a little less than one week before, after a debilitating illness forced me off the bike for nine days. Some MIGHT say it was not an ideal situation for bike testing but I'd say that the chance to test this bike, in picturesque Napa Valley no less, was just about as good as it gets. That's Because Cervelo's new C Series is not a bike race like the Canadian brand has traditionally produced, but rather an endurance-focused carbon road machine.It's that last third of a long ride bikes where Reviews These really do their best work. Even in my convalescence, the C5's stable handling-created through the pairing of a very relaxed 71.1-degree head angle with a 53mm offset fork, 75mm bottom bracket drop, and 420mm seatstay-let my hazy mind go almost on autopilot as I soaked in the numerous vineyards and farms. The C5's low bottom bracket and stretched wheelbase give it a "sit in the bike," upright feel rather than a "sit on" sensation, Effectively raising the handlebars or stack numbers without resorting to a giant head tube. (With the stem slammed, though, I was still Able to get really close to the low handlebar position I prefer.)The C5 felt supremely comfortable and well damped. Its exceptionally smooth ride-helped by the frame, 350g fork, thin bent seat stays, Squoval-shaped tubes, and 28c Continental tires-kept my tiring neck, shoulders, and arms from tightening with every bump (and made me feel comfortable enough to take my hands off the bars for a selfie). Unlike some bikes with nice, compliant rears and rigid, stiff-feeling fronts, the C5 is nicely balanced; my hands felt very Similar sensations to Reviews those transferred through the pedals and saddle.

Cervelo's new C5 the road bike google doc

That said, the C5's frame IS ALSO stiff and efficient at the pedals, both in and out of the saddle, like a race bike; it felt lively, light, and energetic, even when I did not. Even more impressive, this medium size frame weighs just 850 grams, even after factoring in things like the seat clamp, rear derailleur hanger, and paint. That makes it one of the lightest-if not the-endurance lightest frame on the market. I did notice that it felt a bit 'floppy' at really slow speeds up climbs, steeply angled Compared to race bikes with less trail, but the stability returns quickly intervening when you speed up slightly.After every climb comes the reward of a downhill, and the C5 is a real hard charger. Its planted ride quality, combined with powerful Shimano disc brakes, thru-axles front and rear, and large sticky tires, meant I could push pretty aggressively and still feel in control. The slower steering forced me to set up Earlier for corners and be more deliberate in Choosing lines, but once laid over and committed to the turn, the Cervelo felt confident and eager for speed. Mid-turn, I was even Able to avoid a couple of banana slugs and salamanders navigating the wet road.The C5's 350-gram fork is unique in that it is produced in Cervelo's California facility with a carbon layup technique decouples Cervelo claims fore-aft and lateral stiffness.The C5's 350-gram fork is unique in that it is produced in Cervelo's California facility with a carbon layup technique decouples Cervelo claims fore-aft and lateral stiffness.Photograph by Gruber Images
With some larger tires (31c max), I have a feeling the C5 would be a pretty good bike on dirt and gravel roads, even if it's not specifically made for it. The area where we were staying had little in the way of dirt roads, but I did venture off the pavement and through a few washboarded roadside pullouts, and the C Series felt happy there.The C5's beefy driveside seatstay comes with a rubber protector to Prevent damage and noise from chain slap on rough roads.The C5's beefy driveside seatstay comes with a rubber protector to Prevent damage and noise from chain slap on rough roads.Photograph by Gruber Images

Cervelo's new C5 the road bike google doc

The C Series comes in two models: the C5, the which I tested, and the more affordable C3, with a 975g 415g frame and fork. Stiffness is claimed to be the same, but the C3 Utilizes more lower-modulus carbon, so the ride quality will be different-Likely even more damped and quiet than the C5.
After years of focusing on making its bikes more aero, stiffer, and lighter in the name of racing, Cervelo has developed a bike for the enthusiast. And it's not just another endurance-flavored road bike: This machine has all the detail and engineering of a race bike, but in an ultra-comfortable, stable-handling package that-for the average non-competitive road rider-may be Among the best I've ridden.

Yeti 4.5c the power climbs

Yeti 4.5c the power climbs google doc

The Yeti 4.5c models it replaced-the SB95-was one of our favorites. But more important, this is the first 29er to incorporate Yeti's unique Switch Infinity suspension design.

The signature feature of Switch Infinity is a link above the bottom bracket that slides up and down (or, as Yeti's engineers say, "translates") on a pair of shafts. Yeti designers claim this Allows Them to control the wheel path and shock rate in ways a rotating link can not, and that the way the link-up moves vertically-is more efficient, too.

This sounds like the usual suspension design hype. But the first two 27.5-inch wheeled Switch Infinity models-the five-inch-travel trail bike SB5c and the enduro-oriented SB6c-were so exceptional that they can legitimately be labeled a game-changers. And the 4.5c largely lives up to the hype, too.

With 4.5 inches (114 millimeters) of rear travel, a 140mm-travel fork, a longish front end, lowish bottom bracket, and slackest head angle, this bike is, like many of the new breed of short-travel trail 29ers, a mashup : more descent-capable than an XC race bike and faster uphill than a trail bike. But you can choose the which personality skews toward the bike. Yeti offers two tunes of the FOX
FLOAT shock EVOL DPS-XC and trail-which noticeably change its character.

Yeti 4.5c the power climbs gooogle doc

With the XC-tune the shock, the rear suspension is firm, noticeably progressive, and rides higher in its stroke. There's little bob and it holds the bike up well, keeping it from wallowing when you're rolling through slow-speed, ledgy terrain. It has a sporty feel that would not be out of place on a pure race bike XC-which is great on smoother trails and climbs, but makes the back end start to skip around on rougher descents. RELATED: The Yeti SB5c is Ridiculously Fun to Ride
With the trail-tuned dampers, the suspension Provides better traction and uses more of its travel more Easily. The bike feels bigger in terms of travel and is more settled on rough terrain. But It also feels less crisp, less fast, and bobs more on steeper climbs.

I greatly preferred the trail tune Because it made the bike feel similar to the SB5c, my favorite bike; and I think the typical 4.5c rider will as well. But the bike is versatile, capable, fun, and fast with either shock; it just depends on your preferred feel and where you usually ride. Either way, the bike can run on the downhills more than you would expect from 4.5 inches of travel, though much of this comes from the big wheels, 140mm fork, and a geometry that, like other Yetis, helps a rider feel more confident and a bike more stable. But It also calls for more attention on climbs to keep the front end from wandering, and Reduces some pedal clearance.

At 437mm, chainstays are short for a 29er-even shorter than on either the SB5c or SB6c. Not only does this make-the front wheel easy to loft, but It also helps the 4.5c feel less ponderous than a long, slack, and big-wheeled bike trail MIGHT ordinarily be. It rips the tight stuff well, and it's even more agile-feeling than some smaller-wheeled bikes.

With the trail tune, the 4.5c is almost an SB5c with bigger wheels. With the XC tune, the 4.5c is a near-XC bike with tremendous capability. Either way, with the benefits of 29-inch wheels, it is the most versatile and, I think, broadly appealing of Yeti's SB models from, whether you're a little more or a little more XC trail.

What You Need to Know • No front derailleur or chain your accommodation means 1x drivetrain only • Builds range from $ 6.899 for SRAM X01 and DT Swiss wheels to $ 10.499 for Shimano XTR with Enve wheels • Four sizes (S to XL) and two colors: bright green and black flats • Five-year warranty • One bottle cage mount under the down tube