Microsoft Promotes Cycling
by Byron on Sep 10, 2007 at 1:10 PM
OK, I take back my diss of the big-ass garage MS is building cause they’re also actively working to get their employees out of cars, onto bikes, buses, and good for them. MS is even providing bike shuttles.
Biker-pampered city streets?
by Byron on Sep 10, 2007 at 12:45 PM
In a poorly-written and argued editorial for the Seattle PI, Dean Trier, takes on Cascade and I presume the Stone Way issue. He rants on about several other topics and it’s not entirely clear what his problem is with cyclists, other than I think he just likes cars better, and claims that Seattle has biker-pampered city streets. Maybe he’s a Ken Schram wanna be, but uhm (long pause), I challenge anyone that thinks Seattle cyclists are pampered to join me for a ride down Alaskan Way.
Have a read for yourself and leave it to the PI to drum up web traffic with an article about cycling and then, of course, a Soundoff.
Is it satire? Maybe, but if it was, it wasn’t constructed well enough to be comedic.
Unicycling the MS 150
by Byron on Sep 10, 2007 at 12:11 PM
This MS 150 cyclist rode the 150 miles on a unicycle – 8 hours a day including the hills.
More on the New Madone
by Byron on Sep 10, 2007 at 11:01 AM
“It’s a different bike,” I’ve been telling people asking about the new Madone … “as great a change as the redesign from the 5500 to the Madone SLs. Andrew wrote a full review over the weekend and we had a similar response.
To me, the bike is the stiffest ever from Trek. It climbs and descends like the old Madone, but corners different with much more road feel and acceleration. That’s because of the sloping geometry and this bike does slope.
When I first saw the Madone in ads, I thought it looked just like the Specialized Tarmac SL, but it doesn’t in person. It’s distinctively Trek; especially, with the Bontrager Aeolus 5.0s.
For more of my review, check the latest edition of the Huggacast featuring the new Madone with commentary on
- a fantastic set of wheels
- performance-geometry is great for off-season weight gain
- wearing a slimming jersey.
Also available on Google Video and see our ongoing coverage
PBP - part deux
by Andy Tetmeyer on Sep 10, 2007 at 7:06 AM
Brevets completed, notes signed, 80 hr group chosen, children shuttled off to relatives, my wife and I head to Paris. The fun started even before we boarded the first plane.
A few years ago my friend (and frame supplier) Paul Wyganowski had converted my all time favorite frame to a travel edition with S&S couplers. I had gone to Hawaii to work at the Ironman a few times, and getting a bike over was always an excercise. One year I borrowed a giant golf bag, the travel kind that you put your sticks in to go on the plane. I managed to just squeeze in a 650 wheeled bike, but the padding was minimal, and I worried about the frame getting wrecked. With a coupled bike travel was much much easier…
but so far I had been flying my bike in a cardboard box. Nothing bad had happened but I needed a real case if I was going to be dragging a bike around Europe. I made an aluminum and plywood case - a real one with wheels and latches, and the bike just fit in. Great so far.
We go to the Minneapolis airport to leave and hit a snag. Of course the ticket agent asks “what is in the box?”. I’m prepared for this and she is satisfied with my explanation of “excercise equipment”. Everybody takes a big box of workout gear on vacation to France, right?
The snag is that the box goes 53 lbs, and there is a 50 lb limit after which the $50 surcharge kicks in. The agent kindly asks if there is anything I can take out, since it is only 3 lbs, but I’m not interested in cracking the box open on the floor of the terminal and rooting around for 3 pounds of crap to lighten the box. It took me over an hour to get everything squeezed in. The bike alone would have been cake, but add a front and rear rack, clothes, shoes, bottles, bags…
I fork over my credit card and vacation begins. Next stop, Paris (chicago doesn’t count).
We land at Paris, I immediately I realize what it’s going to be like dragging a 50lb box around the trains and subways. The box keeps steering to the right so I have to give it a jerk every few feet to hold my line. Oh, and the Paris metro has precious few escalators. I’m mostly hoofing this thing up and down stairs. We find our hotel, and I I can even fit into the laughably small elevator, though with my backpack on I have to back into it and lean further back to close the door.
We sightsee in Paris for three days, and average, according to my wife’s pedometer, 15 miles a day on foot. There is a packet pickup the day before the ride starts and I set off in the rain through the Paris suburbs to St Quentin, where the ride starts. As far as I can tell there is not a single straight road in the SW suburbs of Paris, and I only saw 4 intersections where 2 roads cross at a 90 degree angle. Even though it is raining, I am on my bike, riding along the Seine toward Versailles.
Or maybe I am totally lost. The map that I printed from mapquest before I left is completely inadequate. What I really want is one of those Michelin maps that doubles as a tent if you need it to. I’m riding along wondering where in the hell I should turn, and look up to see another cyclist in a bus shelter, studying a map. Nobody else is out this early on Sunday morning, so I wheel up. He asks my something in French, which does not mean a thing to me (I know a tiny bit of German and French, more Spanish, and took 2 years of Latin in high school).
It turns out my savior is from California, and is much more prepared than me. First, he knows more french. Second, he printed the map and directions. We manage to make it to Versailles with only a few wrong turns, and as we roll along more and more cyclists join up. Soon I am in a pack of 30 or so and I really hope somebody knows where we’re going. Somebody does and we get to the sports complex where the ride will start the next evening. There are bikes everywhere, packet pick-up is a breeze, I even get a free waterbottle. The rain
quits and I manage to make it straight back to the hotel.
Tommorrow at 8pm the ride will start.
Hugger rides the 2008 Trek Madone 5.2
by Andrew Martin on Sep 08, 2007 at 8:50 PM
The regional Trek rep got Byron a new Madone hooked up with some Aeolus 5.0 wheels for an extended test ride prior to the Ride the Best tour which stops tomorrow at St. Edwards Park in Kenmore, WA. I went to pick it up yesterday for a little test ride to take it through the paces. Short verion: It’s a nice a stiff bike (which I like) in a rather impressive package. The bike looks as cool in person as it does on the flashy website.
– UPDATE - Post Ride the Best test ride –
– UPDATE - Disregard all that fit stuff about the 58 if you read it previously. The 60 fits great and made all the difference. –
The 110 stem on there was too short for me. Combine that with the tall headtube and spacers they had set up and I was too high on the bars to mimic my normal position. What was interesting to hear when talking to Dax was that you could actually pull out over an inch of spacers (including the cone spacer) to get a lower position. Match that with my 130 stem and I’m sure I’d be back to where I’m comfortable. Talking with Byron, he said the sensation of the lower top tube took some getting used to, but I really didn’t notice it. What’s nice is that they actually offer a huge array of sizes. They even got a guy who was 6’5” on the 62cm frame pretty comfortably, and this year they extend the range to the Power Forward size of 64cm!
I really like the look of the new bike. I’m not a huge sloping top-tube guy, but this one looks rather nice. It’s the “Performance Fit” which means it’s a little more “recreational” a geometry and I think actually will result in a little more slope than the Pro Fit bikes will have. The deep wheels make any frame look cool, and the black spokes and hub make for a nice sleath overall look.
– UPDATE - Today I swapped back and forth between bikes and confirmed the stoutness of the new Madone. I think the 1.5” bottom headset diameter helps sure up the front end, but that BB gives everything back for your efforts –
The bottom bracket does feel more solid than my 2007 Madone. I’m sure that has something to do with the 90mm BB shell. The front end is really quite solid and feels stable swooping through a corner. This was a little surprising because I expected to comprimise cornering with the new sloping design. Climbing out of the saddle it was really solid - no sense of wasted energy. When I wound it up to sprint, again the stout BB was noticeable and it felt good putting down some Watts.
The Aeolus wheels aren’t for me, but they got a lot of comments at the test ride today. They are beautiful, and I think that once they are up to speed - they roll real nice, but they don’t suit riders like me. I think they are great for guys who spend the day riding solo, or in a nice even paceline, but for me if I’m not accelerating, I’m probably slowing down. The clinchers rode fine, and for someone interested in long-distance events where they keep a good hard pace I think they are probably perfect. When I sprinted on them they just seemed a little slower than my carbon tubulars. I think they are “Rouleur” (think Jens Voigt) wheels.
Apart from the stock stem being short, the Bontrager stuff is nice. I was happy with the saddle which sort of surprised me. The seat mast was pretty easy to adjust and as a nice side-feature - your saddle is always straight. The fork/frame integration is visually stunning and the carbon headset spacers finish the clean look. The bike was outfitted with Ultegra SL with a compact crank. I’m not much for a compact crank, but if you gave me the Pepsi challenge on Ultegra vs. Dura Ace these days - I’d fail every time. The Ultegra stuff (and even the 105) is just great.
– UPDATE – I think the bike is a step above the 2007 Madone offering. I think that if it’s trimmed out with light wheels/components you could make a 15lb race-ready rig pretty easy.
A knitted bicycle
by Byron on Sep 08, 2007 at 6:04 AM
Pam and I are off to the MS 150 this weekend, photos and posts to follow, and I leave you with this fabulous knitted bike sent to us by Zannestar
I can’t read the text either, but the kickstand really finishes the piece off and reminds me of the knitted ear warmers.
by Byron on Sep 08, 2007 at 5:57 AM
From the Seattle PI…
“A bicyclist was killed instantly and another was rushed to Harborview Medical Center after a dump truck turned into them Friday afternoon at a busy intersection in the Eastlake neighborhood.”
By my count, that’s 3 cyclist deaths this year and sadly demonstrates traffic safety in Seattle.
– UPDATE: Great posting by Denny Trimble about the tribute assembled by the local cycling community –
by Andy Tetmeyer on Sep 06, 2007 at 2:13 PM
I went to France 3 weeks ago for vacation. Well, that and a bike ride. Every four years the Audax Club Parisien runs Paris-Brest-Paris, a 1200K ride from Paris, to Brest, and back. The ride has a long history, having been run the first time in 1891. There is also a history of long, organized bike rides in general, this type of riding is labeled Randoneering. To make it interesting (and depending on your personal level of machismo) there are time limits. Riders get a choice of 80, 84, or 90 hours. My personal level of machismo and the desire to squeeze as much into my once-a-decade European vacation led me to choose 80 hours. Since there are about 5000 riders, there are different start groups, and 80 hours went off first. An earlier start would mean an earlier finish and I would be able to meet up sooner with my wife and continue vacation. This decision would come back to bite me in the ass.
Coming from overseas with a bike and gear to do a 1200k ride is challenge enough, but to do PBP you have to qualify. Audax Parisiene requires that every participant complete a Brevet series: a 200k, 300k, 400k and 600k ride, each with time limits.
I thought that the brevets were very regimented, for what were essentially a few long rides with 30 or 40 participants. There are official start times, map sheets, cue sheets (at 32.6 miles, go left on Soft tire street. 41.9 miles go right on Old Fart road. continue straight at Boy Does my Ass Hurt Trail for 9.3 miles to 51.4 miles). Each ride has a series of checkpoints where riders have to get their “control” cards initialed with the time. There are not only time limits for each ride, but the controls are spaced roughly evenly and to make the Brevet count you have to get to each control point within a specified time window. The timing is such that you only have to average 9.2 mph (roughly) and can’t average more than about 20mph, which would be extremely hard to maintain with stops.
The series is required to prepare you for the rigors of a 1200k ride, the rule used to to be that you had to do two series in consecutive years to qualify for PBP. Because I have ridden at least 2000 miles a year for the past 30 years, and raced for about 10 years, I thought I was completely ready for PBP without these silly mandatory (and time consuming) rides. Physically I was, but I still had some things to learn:
First, Brooks saddles really are the most comfortable thing you can ride. I have heard this for ever, but never believed it. My first brevet was a 400k (250mile) ride - about 50 miles longer than I had ever gone at one stretch before. My legs were fine, but the roads were rough, and after about 140 miles it was painfully obvious that my trusty Flite saddle was just not the right thing. The monday after I got back I immediately ordered a venerable B-17 (honey brown). It truly is the most comfortable saddle I have ridden, and it is because it never bottoms out onto the shell like modern saddles do. From the very first ride it was no worse than my Flite, and by the third ride it was more comfortable.
Next, nutrition. Even before I started this adventure I had done some solo double centuries. My foods of choice were grape Koolaid, braunschwieger sandwiches, and oatmeal cookie bars. I have never like “engineered” excercise food bars and drinks, I prefer good old fashioned sugar, salt, fat, and artificial grape flavoring. Lots of people thing I am nuts when I expound on my on-bike re-fueling theories, but it had always worked for me. On a long ride I want food that is calorie dense, so I don’t have to constantly eat, or carry pounds of food. It is also a good idea to take in some salt to replace what is sweated out. Koolaid and cookies just taste good and all that sugar gives a pretty quick boost when you are tired, plus the oatmeal has a little staying power.
All this was good on shorter rides in moderate temperatures, but my 600k brevet was long and hot. Suddenly braunschwieger wasn’t sitting in my stomach too well, cookies got old after a while, and I had already lost my grape koolaid on a big pothole during an earlier thunderstorm. I got so tired that I literally laid down on the side of the road and took a nap. There were buzzards circling when I woke up, but I don’t think they were serious about me. Anyways, I did the second half of the ride pretty much on Gatorade. There is a place for plastic foods.
Third, ointment. It really does ease discomfort. I advise liberal use.
As you might guess, these brevets had a wide range of bikes. I saw everything from 25(?) year old Gitanes to all carbon Treks, all ti Serottas, and a surprising number of guys in full randonneur kit. It looked like several of them were riding and wearing the complete Rivendell catalog. The Rivendells and custom randonneur bikes were by far the best looking bikes at every ride.
By June 21 I had completed the mandatory rides, got my signed doctors note OKing me to do 750 miles in 3 days, arranged all the paperwork, and sent the whole thing off to Paris. I was ready to go.
Easton wheels 2008
by Mark V on Sep 06, 2007 at 9:07 AM
I got a glimpse of the 2008 Easton product line-up, and the wheels are sexy. Every single wheel seems to be new except for maybe the rim. I figure that they must have been throwing some big bucks into development this past year or two.
First of all, I’d like to comment that their product catalogs, since the wheels have their own catalog separate from the other components, do a decent job of explaining a product line jam-packed with new items. As a retailer, I freakin’ loathe product literature that is confusing or inadequate to consumers. I’ll just touch on some of the wheels, but maybe I’ll mention the components once I get to hold them in my hand at Interbike.
In designating their product, Easton employs an alphanumerical system that gives material, relative level in the line, and either a weight or purpose designator. For instance, any product that has an EA at the beginning has no carbon component to it. EC means that at least some carbon fibre is used. An EA90 is top of the line for non-carbon products, with EA70, EA50, and EA30 in descending order of cost and presumably performance. Finally, an EA90 SLX is lighter than an EA90 SL, while an EC90 Carbon Aero is an all-around wheel while the EC90 Time Trial is meant for you guessed it time trials. This system holds true for all Easton products, not just the wheels. Got that? Great, back to wheels specifically.
The biggest differences in the wheels are the new hub designs across the line. Gone are the old Velomax twin-thread hubs where the spoke threads into the hub and also into a nipple at the rim. Instead all the hubs rely on straight pull spokes that insert at the hub and run to a nipple at the rim. The hubs look especially clean and are well depicted in computer drawn exploded schematics towards the back of the catalog. I don’t know how these hubs will hold up in actual use, but Easton does seem particularly proud of their design. They market a time trial specific front wheel with a narrow spoke bracing and air-foil shaped axle ends to reduce drag. For my tastes, the coolest hubs are the TKO track hubs which apply the 21st century aesthetic to the traditional high-flange track hub. They somewhat resemble Cane Creek’s hub except that they have the nipples internal at the rim instead of the hub. And the TKO rear hub uses the splined track cog and Hyper-glide type lockring system that I first reported from last year’s Interbike. For track riders, this means lightning fast cog changes with just one tool.
Easton seems to be using in-house built 56mm deep carbon rims for their EC90 track, time trial, and all-around wheels and introduces a new low-profile carbon rim for their EC90 SLX climbing wheels. The climbing wheels have external nipples, while all the deep wheels have internal. And all of the all-carbon wheels are tubular, though there is an EC70-something wheel that uses a structural carbon section co-molded to an aluminium rim. That wheel seems like the wheel I’ll most likely be pitching to customers since it combines an aerodynamic 38mm depth with the convenience of clinchers and the reliability of an aluminum brake surface. However, I’ll personally be gunning for the Aero Carbon and the TKO wheels, and hopefully I’ll be able to evaluate them for Bikehugger in the future.
The wheels seem to top out around $1600 or so, which seems pretty competitive in this day and age.
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