Very special parts make up a frame that is handbuilt just for you. Photo: Pete Stasney

It has been a tough year for the bike industry…

Since the bicycle fever that spiked during the COVID pandemic, turmoil has been the one consistent theme for those of us in the business of manufacturing, handbuilding, selling and promoting bicycles and bicycling. Many of the industry’s largest players responded to the spike in demand during the pandemic by hoarding inventory of components and materials, challenging smaller operators with fewer resources. Component makers like Shimano and SRAM as well as material manufacturers like Columbus and ENVE saw their lead times grow to 18 and even 24 or more months. Bike companies looking for saddles and tires saw the same lead times for these essentials, as well as for spokes, handlebars, stems; Well, everything. We responded by giving longer projections to suppliers, who did their utmost to provide realistic timetables. Our lead times for new bikes grew to as much as 12 months, which was exceptionally short for the time!

A new Ristretto next to the Wallowa River. Photo: Dwan Shepard

If you’ve been in this game for a while, you would know that these conditions would not and could not be permanent. The hoarding and overproduction by those with the deepest pockets would eventually have a downside. We’ve seen that play out in the marketplace for the past 24 months or more, as the big bike brands have been saturating the market with the bikes they overproduced at below-cost prices. These bikes are impossible for many people to resist. I shudder to think how many of these bargain bikes don’t fit their new owner’s physique, let alone serve a purpose that’s really going to be of use.

Picturesque touring, Co-Motion style! Photo: Alan Metts

Sadly, the irresistible deals in the marketplace have had an impact on many businesses whose value is or should be more permanent. Consider the brick-and-mortar bike shop, whose owners have had to contend with their suppliers circumventing them to sell new bikes to consumers directly, at prices lower than they had sold these same bikes to their dealers only weeks prior. That’s devastating to a small business.

More iconic views. Java Rohloff Co-Pilot tandem in Patagonia. Photo: Gary Keene

For an American independent bicycle brand/builder like Co-Motion Cycles, the abundance of irresistible “bargains” in the marketplace, coinciding with other economic hardships for many people, has made our handmade bikes a tougher sell. Maybe it’s due to too many people having picked up a bargain bike elsewhere, or it could simply be that people are struggling with balancing their budgets. We get that. But real and honest value is still the best thing we have to offer, and it is an actual bargain. Hear me out…

Is there any better feeling for a family? Photo: Guy Prevost

We’ve been producing world-renowned bicycles right here in our Eugene facility for over 36 years. Our incredible staff takes immense pride in their work, and I take equal pride in them. They’re incredible. I know you’ve heard this before, but it really does make a difference when you invest in something of long-term value, made in your own country, perhaps not far from your own home. No Co-Motion bicycle has ever been built outside of Eugene, Oregon, USA. We’re proud of that, too.

Just add a few tubes & it’s a bicycle frame! Photo: Carol Sachs

The people who have come to us for their bicycles are amazing, too. Many of them have stayed in contact with us to share the adventures they’ve had on their Co-Motion bikes in their neighborhoods or farther afield, from Coos Bay to Cuzco, Paducah to Paris, Bar Harbor to Bangladesh to every imaginable point on the globe. We love hearing from them -from all of you-, and it’s a great reminder to us that each of these wonderful people is not only having great experiences, but they’re also counting on us to provide them with the equipment to get them there safely, reliably, comfortably, and with the purpose-build disposition that Co-Motion really stands for. That is real value.

Thanks for reading, and for thank you so much for being part of our family,

Dwan Shepard, founder

Some old guy. Photo: Carol Sachs

Already planning your cycling adventures for 2025? This Black Friday shopping season is the perfect time to snag a great deal with your Co-Motion order.

Choose your favorite deal:

1. Get a FREE PNW Components dropper post -that’s a $209 value!- when you order one of our new Tumalo back-country adventure bikes.
2. With any new bike order except for our powder-coated models we’ll include for FREE a two-color fade paint job upgrade + one of our beautiful metal headbadges -that’s up to a $300 value!- (not available with Deschutes, Bluebird, or PeriScope orders)
3. 50% OFF Co-Pilot Travel Case with any Co-Pilot bike order, wow!
4. With new bike orders, we’ll paint to match your frame one of the amazing, American-made SILCA frame-fit pumps for FREE – a $220 value!- (not available with Deschutes, Bluebird, or PeriScope orders)

Need a bike in time for Christmas?

These bikes from our 2024 model range are ready for quick delivery :

• Deschutes
• Bluebird Tandem

Don’t miss this offer!

To claim one of these offers, you can get your order started online, and in your order description, pick option 1, 2, 3, or 4 and type NOV24. List what you’re ordering and don’t forget to let us know what dealer you’re working with. We’ll take it from there!

This offer is now extended until December 10, 2024! 

Contest now extended until December 10th, 2024!

AWESOME PRIZES
We’re looking for your best Co-Motion cycling photos and we have some amazing prizes to give you in return! Each year we seek the best images from our customers to help us showcase what’s possible on a Co-Motion bicycle. Whether it’s half way around the globe or cruising down your favorite local roads our customers have the best images, stories and adventures to share. Prize packages include some of the best bicycle accessories available including:

• Grand prize: $300 credit towards Co-Motion accessories or upgrades
• SILCA frame pump painted to match your frame (Co-Motion frames only)
• Co-Motion shirt or socks
• Co-Motion tandem stem bag
• Co-Motion tandem dust cover

WHAT TO SEND
All photos should feature a Co-Motion bicycle. We generally favor photos with people riding their Co-Motion bike(s) but sometimes the bike itself in a great setting speaks volumes. Our catalog and print advertising uses high-resolution images, so the more pixels you get, the better. That said, you might have captured a great moment on your cell phone and we may have a spot for it online, so we’re not going to request a minimum file size. Photos can be submitted in digital formats including jpg, tiff, psd and eps.

HOW TO ENTER
To officially enter the contest send your photo entries in high-resolution format by November 30th, 2024 December 10th, 2024. We’ve gotten so many great photos- let’s keep it going! Please e-mail your photos as attachments to photos@co-motion.com. If you could also provide any details of the image like its location, how you got there, time of year, interesting facts, etc.. it would greatly appreciated. This helps to complete the story around the image.

THANK YOU!
Your photos add a genuine human element that helps people envision the lifestyle they want to strive for, and the great things they can do on a Co-Motion bicycle. We couldn’t do it without you, so thank you!

FINE PRINT
By submitting your images in this contest you are giving us permission to share them publicly. Please do not submit your photos if you don’t want to see them printed in our product catalog, featured on our social media networks, or used in any Co-Motion advertising (digital or print). We respect your privacy and can omit last names or full names as requested.

AWESOME PRIZES
We’re looking for your best Co-Motion cycling photos and we have some amazing prizes to give you in return! Each year we seek the best images from our customers to help us showcase what’s possible on a Co-Motion bicycle. Whether it’s half way around the globe or cruising down your favorite local roads our customers have the best images, stories and adventures to share. Prize packages include some of the best bicycle accessories available:  

• Thomson Elite seat post + Selle Italia Nekkar saddle
• Co-Motion tandem Stokr stem bag
• Topeak frame pump painted to match your bike
• Co-Motion shirt, socks, water bottle
• Thudbuster suspension seat post
• Co-Motion tandem dust cover

WHAT TO SEND
All photos should feature a Co-Motion bicycle. We generally favor photos with people riding their Co-Motion bike(s) but sometimes the bike itself in a great setting speaks volumes. Our catalog and print advertising uses high resolution images so the more pixels you’ve got the better. That said, you might have captured a great moment on your cell phone and we may have a spot for it online, so we’re not going to request a minimum file size. Photos can be submitted in digital formats including jpg, tiff, psd and eps. 

HOW TO ENTER
To officially enter the contest send your photo entries in high-resolution format by November 30th. Please e-mail your photos as attachments to photos@co-motion.com. If you could also provide any details of the image like it’s location, how you got there, time of year, interesting facts, etc.. it would greatly appreciated. This helps to complete the story around the image.

FINE PRINT
By submitting your images in this contest you are giving us permission to share them publicly. Please do not submit your photos if you don’t want to see them printed in our product catalog, featured on our social media networks, or used in any Co-Motion advertising (digital or print). We respect your privacy and can omit last names or full names as requested.

THANK YOU!
Your photos add a genuine human element that helps people envision the lifestyle they want to strive for, and the great things they can do on a Co-Motion bicycle. We couldn’t do it without you, so thank you!

For years I’ve been keen to build a sporty, super-commuter, winter-training, do-all sort of bike; low maintenance and relatively light-weight with large tires and full-fenders. Think fast winter group rides or long gravel road slogs—obviously this is a tall order. On a few occasions I’ve been very close to moving forward with the project, but wasn’t totally convinced that I had sourced the right parts, ultimately delaying it again and again.

Then came the Pinion C.12 gearbox. 

We saw the potential benefits of the Pinion right away here at Co-Motion. With its wide range of gears, the gearbox paired with a Gates Carbon Drive belt would provide an alternative to the ever-popular Rohloff internal hub system. The fact that the Pinion gearbox is located at the bottom bracket instead of the rear hub means that wheel choice is not limited, providing a great advantage. However, the frame must be specifically made for a Pinion gearbox, thus eschewing a conventional bottom bracket and permanently committing the frame to this set-up. We set about designing and fabricating the necessary frame parts: a cradle for attaching the gearbox to the frame, sliding dropouts for belt tensioning, and a drop bar shifter. After this was done, we made it available on several of our models; and it proved to be a very popular and well-liked option. Even so, there were still quite a few things to consider before moving forward. While internally geared systems are commonplace and accepted in many cycling genres, “sporty” isn’t one of those genres. 

Then in early September, we were invited to build a bicycle for the 2018 Chris King Open House and Builder Showcase. We were discussing a few build options when it occurred to me that I had the perfect bike for us to build for this show.

Thus began the Klatch Pinion CTX project.

Chris King offered a couple of special release color options—matte mango and matte turquoise—for whichever components the builders chose. We chose the mango, and to complement the all-road nature of the Klatch, we also picked a tapered Inset headset, and Enve G23 carbon wheels with Chris King R45 hubs.

Of course, we have several stock build options available for the Klatch model, but considering the “show” aspect, and some other personal criteria, I ultimately pieced together a custom component group to round out the build. One of the more interesting parts we used for the show bike were some pre-production drop bar shifters made by Cinq5. They utilize TRP hydraulic brakes that have been modified to accept levers that actuate the Pinion gearbox. Prior to this, all shifters available for Pinion have been twist shifters, which isn’t really in line with what I was aiming for here, so I was happy that they were willing to send a set of their prototype levers for use on this bike.

Now, for the frame itself. In keeping with the spirit of the build, I opted for the CTX (formerly CS3) frame option. While the CTX refers to the Variwall tubing used—THERMLX—the heart of this feature is the use of an integrated carbon mast, replacing the stock steel seat tube with a carbon tube upon which a mast cap is placed. The Co-Motion mast cap allows for 20mm of saddle height adjustment, so there is a custom aspect to this setup. There are some minor ride-quality differences with the mast, but the main advantages are weight savings and aesthetics.

One bit of custom design I did on this bike is the rear brake. The stock Pinion frame has a post-mount rear brake that slides with the dropout during belt tensioning. Since our dropout design does not allow for this feature with a flat-mount, I attached the mounts directly to the chain-stay, meaning they had to be perfectly placed to align the caliper with the rotor once the rear wheel was slid into proper belt tension. This worked flawlessly, but it does mean that changing the initial drive gear (changing belt, sprocket, or rear cog will change the final tensioning placement) is nearly impossible, making it a negative for most people.  

Lastly was the paint color. I tend to lean towards mostly neutral colors for my bikes. I’ve had several versions of gray over the years; ranging all the way from white to black, but it seemed this bike really needed a bit more pizzazz. I decided that a matte purple frame would provide an appropriate contrast to the matte mango parts; it would add to the overall appearance but not become the focal point of the bike.

The final assembly went fairly smooth, which was quite pleasing considering the deadline for delivery was just a couple of days away, and there are usually some unforeseen issues when using a new combinations of parts.

I delivered the bike to the Chris King factory in Portland several days before the show so that they would have an opportunity to set up the display and have it ready for John Watson from The Radavist  to do a photo shoot. Delivering the bike in person gave me a chance to get a quick peek at a handful of the other 18 bikes that would on display; enough to see that this was going to be an amazing collection.

One of the unique facets of this event is the Builder’s Summit that happens the Friday before the show itself. The builders, along with some guests, met up for breakfast at the King factory cafeteria before heading out on a ride to Chris’ house for lunch. Breakfast had, we departed on the ride. All but a couple of attendees had brought another bike for the ride (Me: a custom Camino…the first of our carbon-mast bikes); about 30 people on a collection of bikes that formed what was essentially a rolling bike show rode out of Portland, through Forest Park, along Skyline Road, then through the rolling hills out to Chris’ barn. We couldn’t have asked for a better fall day for a bike ride. Once at the barn, we spent the better part of the afternoon hanging out, eating food, and talking bikes as well as other less, and more, important topics.

I wasn’t too sure what the”Summit” really meant beforehand, but by the time we readied ourselves for the return ride back to town, it was clear. A lot of the frame-builders at the show are people you’ve heard about, read articles about their bikes, seen images from bike shows, etc., but having the opportunity to just hang out a bit, it was interesting what a relaxed and honest group it was. Open conversations about how each builder handles certain frame-building issues, ideas for the future, upcoming projects,general challenges faced on a production level; so much valuable information and people willing to give it. It’s easy to see the passion in a group like this. The passion for bikes, for cycling, and for the constant desire to keep up with the demands of the industry, as well as the demands of the customer, yet somehow melding these together in a way that is still something each builder is proud to build.

Show-day Saturday sort of came and went in a blur. There was a lot of interest in our bike. The race-like look of the bike along with the Pinion gearbox proved to create a unique juxtaposition; certainly good in a show like this one. With 18 show-quality bikes on display from some of the best builders around, it would be easy for a bike to blend in and be hardly noticed. Like us, many builders brought”gravel” bikes: all-road bikes with large tires. There were a couple of mountain bikes, but it was obvious what the focus of most builders is these days. It made me long for a good ol’ skinny-tire road bike…super light, super fast, and smooth roads.

That is, until the next morning. I’d planned on doing a cross race on Sunday before heading back to Eugene, even packed up my single-speed Co-Motion Demon cross bike for the trip, but thinking about the ride through Forest Park, and seeing that the beautiful weather continued, I decided I just couldn’t wait. So I set out on ride number one on my new Klatch. 

 I’d been told about a different route through Forest Park when we were riding through on Friday; Leif Erikson Rd. It did not disappoint, nor did the new bike. Leif Erikson takes you up a path that is a mix of gravel, dirt, and rock. About a 6 mile climb on, what feels like, a road that was made for bikes. The more you ride on a road like this, the more it seems like it’s what cycling was always meant to be. It’s just rough enough that you need to pay attention to your line, and just uphill enough that you have to stay on top of your effort. All of this under the canopy of trees that put the “forest” in Forest Park. My route exited the park on Skyline Rd and a popular road ride route that finishes with a ripping descent down through the tunnels of NW Cornell Road into downtown Portland.

 As I sat outside the coffee shop enjoying my requisite pastry and espresso, thinking what a perfect route I’d just completed, I spoke to a couple just heading out on super-fast, super-light, skinny-tire road bikes.  hey asked where I’d been, then replied while pointing at their bikes, “That’s a great climb…but too rough on these bikes, and the ride back is too slow on our mountain bikes.” I could think of nearly 18 examples of bikes they may prefer to ride that day, but I could only think of the name of one.

POST SHOW UPDATE:  A FEW RIDES IN, AND A FEW CHANGES.

It’s been a few weeks now since the show. I’ve made a couple of changes to the bike, and had the chance to put it through its paces a bit.

First off I had to return the Cinq5 shifters. Turns out they were the only set around, so they were anxious to get them back. I was told that I’m on the list for a set from the first production run; likely available just after the new year. So in the meantime I have installed one of our Co-Motion Pinion twist shifters. They are specially designed for mounting just next to the stem on drop bars. This means having to move your hand to that position for shifts. I was concerned that this would be limiting for more spirited riding, but ultimately it hasn’t been an issue and works quite well with the nature of the Pinion shifting. Due to the necessity for a slight letup of pressure on the pedals during shifts, the moment it takes to reach for the shifter becomes a part of the timing, resulting in pretty seamless shifting. It just takes a bit more foresight than a conventional derailleur setup.

I’ve been on fast group rides. Easy trail rides. Rough gravel rides. Rainy commuter rides.

A sporty, super-commuter, winter-training, do-all sort of bike; low maintenance, relatively light weight, large tires, full-fenders……Tall order? Maybe, but so far this Klatch Pinion CTX has proven to be just the right recipe. 

-Billy Truelove, Production Manager and Janitor

LINKS:

https://theradavist.com/2018/10/the-18-beautiful-bicycles-of-the-chris-king-open-house/#1

https://bikeportland.org/2018/10/15/builders-converge-at-chris-king-factory-for-open-house-show-290991

You probably know that there are more viable bicycle transmission options today than ever before, and that can make your next bike purchase confusing.  We’re putting forth an effort in this series to help you make an informed choice.  We’ve sorted the essential transmission types into 3 groups, and we’re presenting pros and cons for each type.

3. Gearbox Transmissions

While gearbox transmissions first appeared on bicycles a a century ago,  the innovative new Pinion Gearbox from Germany has created a quite a stir. Pinion offers a broad range of gearboxes, some with gearing range that surpasses that of derailleur systems, with up to 636% range from the lowest gear to the highest.

Like a hub transmission, a gearbox doesn’t show its complexity, as the bicycle chain (or belt) is driven by a single front chainring and a single sprocket at the hub. Inside, it’s more like an automobile transmission than the more complex planetary geared hub transmissions. In fact, the Pinion gearbox was designed by a former Porsche engineer.

Although Pinion is relatively new (production began in 2010 after 3 years testing in the field), their gearboxes have been very well received and have tested well in every application they’ve been used for. As a result, Pinion too is building an impressive record of performance and reliability.

And how about that gear range? It is remarkable. As an example, one of our Americano Pinion touring bike, equipped with the Pinion P.18 gearbox, has a low gear of 17” and a high gear of 107”, a total range of 636% while its derailleur-equipped equivalent has a low gear of 20.6” and a high gear of 117.9”, a total range of 572%. It’s an incredible feat that has ignited the entire industry, and turned on bicycle adventurers seeking broader gearing range with enviable performance. Gear inches, explained

Gearbox Transmission pros and cons

Pro:

1. When operating optimally, the Pinion gearbox transmission system is approximately 99% as efficient as a derailleur transmission. Because it requires far less maintenance, it is less likely to operate sub-optimally.
2. Shifting is easy, self-explanatory and linear. You can shift from gear 1 to gear 2 in one click, or jump from the highest gear to the lowest or any gear in between with a simple twist of the shifter to the indicated gear. You can do this while pedaling (with a slight easing of pedal pressure), while coasting, or at a complete standstill. That’s a great convenience when you’re touring, just came to a stop at the bottom of a steep grade, and are suddenly faced with a steep climb.
3. Although they can be set up with chain, we include the Gates Carbon Drive belts on all of our hub and gearbox transmission models (we discussed hub transmissions in part 2). These belts outlast chain by many times, never require lubrication, and run efficiently in all conditions.
4. Like a hub transmission, the inner workings of the Pinion gearbox are neatly enclosed in a sealed system, where they’re less vulnerable to weather conditions, dirt, dust or foreign objects causing problems.
5. Unlike a hub transmission, your gearbox is not part of your wheel and is therefore more secure against theft. Since the gearbox only works on a frame designed and built for its inclusion, it’s useless to most thieves.
6. Since the gearbox is centrally located, a Pinion-equipped bike is nicely balanced and does not feel “tail-heavy”, making it easier to move over technical terrain.
7. Having the gearbox located in the frame’s center/bottom bracket area means you can take advantage of any number of excellent single-speed wheels. Want to have a light & fast road wheelset ready to go for today, and a 29” x 2” or 27.5” x 2.6” wheelset tomorrow? Great! You can fit them all onto our Divide Pinion, for example. With disc brakes and lots of clearance, capabilities are enormous. All of Co-Motion’s Pinion-equipped bikes are spec’d with proven thru-axle wheelsets.

Con:

1. Because the inner workings of the gearbox transmission are neatly enclosed in a sealed system, they require a high degree of technical skill to repair. Although regular maintenance is easy, in the rare instance when repair becomes necessary, it can mean you need to send your gearbox off to the nearest warranty center. Pinion is establishing or has established warranty centers on every continent but Antarctica.
2. Gates drive belts are not as commonly available as bicycle chain, so if traveling extensively in remote locations, we recommend that you carry a spare belt.
3. A gearbox is a little heavier than a 3 x 10 derailleur system, but getting very competitive, with Pinion’s new magnesium gearbox case, as used on the C.12 gearbox, an excellent choice for a lightweight adventure bike like our Klatch Pinion model.

That sums up our 3-part article series on drivetrain options here at Co-Motion Cycles. As you browse our website for your perfect bike, you’ll see what drivetrains are offered in the listed specs as well as pricing for each in the upper right hand corner of each bike page. We’re happy to be considered a pioneer in bringing a broader array of drivetrain choices to North American cyclists and proud of the fact that we’ve worked diligently to make each bike not only function, but to really shine in the way we’ve integrated each system.

Thanks for reading, and please let us know if we can answer any questions for you.

Dwan Shepard

Today we have more viable bicycle transmission options than ever before, and that can make decisions puzzling. This series of articles is an attempt at helping you make an informed choice that makes the best sense for you.  We’ve sorted the essential transmission types into 3 groups, and we’re presenting pros and cons for each type.

Internal hub transmission systems-

The second-most common transmission for bicycles is the internally-geared hub. If you’ve ever owned  one of the millions of English 3-speed roadster bicycles produced between ~ 1955-1985, or an American cruiser built in the 50’s or 60’s with a 2-speed “kickback” hub, you’ve probably experienced a Sturmey Archer or Bendix version that is considered primitive by today’s standards.

Outwardly, a hub transmission doesn’t show its complexity, as the bicycle chain is driven by a single front chainring and a single sprocket at the hub. Inwardly, it is a mechanical marvel, with a central sun gear driving multiple planetary gears that in turn drive a ring gear that essentially drives the hub ahead of or behind the rotation of the sprocket. Here’s an excellent brief explanation of multi-speed hubs. Today, there are more sophisticated systems such as Shimano’s Alfine 8- or 11-speed, or most remarkably, Rohloff’s renowned 14-speed hub.

Both Shimano and Rohloff have built an impressive record of reliability with these offerings. Rohloff in particular has taken pains to document the mileage and stories of hundreds of users, some having traveled over 100,000 kilometers with oil changes the only required maintenance. Rohloff’s Speedhub stands apart from other hub transmissions due to its significantly greater range or ratio from its lowest to its highest gear. At 526% total range, the Speedhub, introduced in 1996 was the first hub transmission to rival the range of a triple-chainring derailleur-based transmission.

As an example, one of our Americano Rohloff touring bikes has a low gear of 19” and a high gear of 99.6”, while its derailleur-equipped equivalent has a low gear of 20.6” and a high gear of 117.9”. Very comparable, in other words, especially considering that the lower gears are the most important for touring cyclists. Here’s an in-depth explanation of the term “gear inches”.

2. Internal Hub Transmission pros and cons

Pro:

1. When operating optimally, a top-quality hub transmission system is approximately 99% as efficient as a derailleur transmission. Because it requires far less maintenance, it is less likely to operate sub-optimally.
2. Shifting is easy, self-explanatory and linear. You can shift to or from adjacent gears in one click, or jump from gear 14 to 3 or from any gear to any other with a simple twist of the shifter to the gear you want now. You can do this while pedaling (with a slight easing of pedal pressure), while coasting, or at a complete standstill. That’s a great convenience when you’re touring, just came to a stop at the bottom of a descent, and are suddenly faced with a steep climb.
3. Although they can be set up with chain, we include the Gates Carbon Drive belts on all of our hub and gearbox transmission models (we’ll address gearboxes in Part 3). These belts outlast chain by many times, never require lubrication, and operate efficiently in all conditions.
4. The inner workings of the hub transmission are neatly enclosed in a sealed system, where they’re less vulnerable to weather conditions, dirt, dust or foreign objects causing problems.

Con:

• Because the inner workings of the hub transmission are neatly enclosed in a sealed system, they require a high degree of technical skill to repair. Although regular maintenance is easy, in the rare instance when repair becomes necessary, it can mean you need to send your wheel off to the nearest warranty center. Rohloff and Shimano have warranty centers on every populated continent.
• Gates drive belts are not as commonly available as bicycle chain, so if traveling extensively in remote locations, it’s smart to carry a spare belt.
• If you’re a racer looking for the lightest and most efficient system available, you’re probably not thinking about a hub transmission. It is a little heavier, and one of the knocks against it is that its mass is located solely at the rear of the bike. This could make a difference for you if you ride a lot of technical terrain.
• Your hub-based transmission is part of your rear wheel, making it essential to secure your wheel because you’ll be crippled and financially stressed  without it. Few bike shops keep a Rohloff hub in stock, ready to build up into a wheel for you. That said, Rohloff’s North American Warranty Center, Cycle Monkey, offers impressive build skill and quick delivery worldwide.

Another Oregon Coast Gravel Epic is in the books. This year, it lived up to its title as it always does, but having moved from late summer/early fall to April did add to riders’ trepidation, while subtracting substantially from training time for many of us, given the record winter and early spring we’ve had in the northwest thus far.

The Oregon Coast has been exceptionally wet, with Waldport itself at 136% of the statistical average for 2017 so far. Saturday was true to form, with pounding rain and howling wind making riders earn every inch.

As always, Co-Motion Cycles participated in a big way, as one of the event’s main sponsors. We also “walk the walk”, or more aptly, we ride it. Here’s how 4 of us from the Co-Motion staff fared on the Oregon Coast Epic’s “Abomination Route”.

Q: How was your day?

DS: Meh. I went in with low expectations, and that’s exactly what I got. I felt under-trained and never had my climbing legs.

Q: Was the weather a factor?

DS: It absolutely was, for everyone. I had to stop for a mechanical issue, and got really cold while fixing my front derailleur. It took quite a while to warm up after that.

Q: What kind of bike is that?

DS: I’ve got the granddaddy prototype for the Co-Motion Klatch model. Mine is fillet-brazed, and has S+S couplings for travel. This was its (and my…) 5th Oregon Coast Gravel Epic!

Q: How was your race day?

ES: I think we all battled the elements about as hard as each other.  I had a great time suffering with some like minded fools.

Q: Was the weather  a factor?

ES: Personally no.  Seems on par with the conditions of my commute to work.  Also on the same bike I used for the Gravel Epic so it felt great.

Q: How do you stay fit enough to make top 10 in your age group with your fly-fishing and skiing training regimen?

ES: The skiing helps keep the pounds off and the cardio up.    Hopped calories consumed around the fire post-fishing seems to even things out though.

Q: What kind of bike is that?

ES: Co-Motion Cascadia set up with S&S couplers.  Because sometimes not every adventure starts from your front door.

Rider 144, Billy Truelove, 2/24 in 40-49 age group, 7/109 overall – photo by Neisha Strait

Q: How was your race day?

BT: Well, I was able to establish a lead early on which I held until nearly midway.  Over the ensuing miles, I was caught and passed by several riders.  I didn’t have high expectations going in, so this didn’t hurt my feelings….too much.

Q: Was the weather  a factor?

BT: I don’t think the weather was much of a factor.  Certainly it changed the riding conditions from years past, making the descents a bit more interesting, but from a racing standpoint, it was manageable.

Q: You’re always a major threat in these events, and I think without exception, everyone thinks you’re destined to win it decisively every year. Having taken the win once, do you beat yourself up when you don’t come home with the trophy?

BT: Yeah, a major threat, but mostly to myself… Sure, it’s always good to win, and obviously it’s on my mind at the start, but my personal expectations are rarely based on a placing.  I had a pretty good idea of what I was capable and the final results proved me right.  I did try to give it a go early on in hopes of attaining a lead that I could hold to the end, but this was just to make the race interesting.  Ultimately the strongest usually win, and this year’s Epic was not an exception.  So, no, I didn’t beat myself up over not winning.  Not this time, anyhow.

Q: Say, what kind of bike is that?

BT: Co-Motion Camino CS3.

Q: Wait a second, isn’t the Camino a road bike?

BT: Sure, an any-kind-of-road road-bike.  This was the first bike on which we implemented the carbon seat mast and the S3 tube-set, which at Co-Motion Cycles we call the CS3 option.  When we built this bike, I was preparing for a race across Oregon, The 360-mile Oregon Outback, that followed a route along mostly dirt and gravel roads (Ed- BT won this legendary race in its second running,  2015).  With an emphasis on speed, I chose the Camino.  It allows for a 33mm tire which is plenty for me for gravel style races, has hydraulic disc brakes, and with the CS3 package it’s remarkably light considering its capabilities.

Q: How was your race day?

CT: I had a great race day! I didn’t arrive with a goal in mind, but I felt good about the first few miles, and then just kept on a reasonable pace. I didn’t have any mechanical or nutritional issues, and I mostly rode alone, so the headspace stayed clean.

Q: Was the weather a factor?

CT: The early descending felt cold for the hands and toes, but the climbing got me warm again. A few times I had a strong tailwind on an uphill, which was really fun. I ran very low tire pressure, which was probably ultimately slower, but gave me lots of traction, so I stayed comfortable when the road got sloppy and slippery. On a warmer day, I would have needed to stop to refill water bottles, but I had enough water and snacks that I didn’t need to disrupt the rhythm with aid station stops. I won’t say the weather was pleasant, but it fell short of miserable.

Q: You keep winning these things, which is stunning, really. What’s your secret?

CT: Usually it’s not enough to show up with good fitness and the right equipment, but sometimes it is. There are so many unpredictable factors at an event like this, and success is still surprising.

Q: Say, what kind of bike is that?

CT: It’s a custom Co-Motion Klatch with Lauf fork, Rolf Ralos wheels and flat bar. Without a doubt the ideal tool for the job.

You have in all likelihood owned a bicycle with either a derailleur system or an internal hub transmission. All bicycles have some form of transmission, which literally means a way to transmit your power from the pedaling motion of your legs to the rotation of the rear wheel, propelling you forward. In other words, even a single speed bicycle has a transmission, simple as it is.

Today we have more viable bicycle transmission options than ever before, and that can make your decisions difficult when it comes to purchasing your next bike. This series of articles is an attempt at helping you make an informed choice that makes the best sense for you. We’ll break the choices down into 3 different groups, and then show you pros and cons for each type.

1. Derailleur systems-

This is the most common bicycle transmission, popularized by the “10-speed bicycle” that was prevalent in the 1970’s. A derailleur transmission has a chain and multiple sprockets. For example, the 10-speed of the 1970’s had 5 rear sprockets and two front sprockets. The derailleurs move the chain from one sprocket to another, causing each pedal rotation to rotate the rear wheel a little more or a little less.

In the 1980’s, touring bikes and mountain bikes typically had 3 front sprockets and 6 or 7 rear sprockets, for a total of 18 or 21 “speeds”. In the 90’s we saw the number of rear sprockets (or cogs)increase to 9, while 2 or 3 front sprockets (or chainrings) remained standard. Now it’s common to see 10 or 11 rear sprockets. Two or three front sprockets are still common, while the current trend is to decrease the number of front sprockets while increasing the number and size of rear sprockets.

Pro:

1. When operating optimally, a derailleur system is the most efficient

2. Lowest cost, most widely available worldwide. There are more derailleur systems to choose from and more manufacturers making them than any other transmission type. This includes some excellent ergonomic controls for operating shifting and braking with ease from the same lever.

3. Everything is external, so when problems develop, they’re easy to diagnose and repair, relatively speaking

Con:

1. Everything is exposed, so a derailleur system is vulnerable to environmental concerns, such as weather, dirt, dust and foreign objects getting jammed in the system, etc.

2. All derailleur systems use chain, which requires regular cleaning and lubrication. A very dirty or rusted chain represents a significant efficiency loss.

3. Shifting is not self-explanatory and non-linear. That is, if you have 30 gears from which to choose, and you want to shift from your 18th lowest gear to your 19th, you may be shifting your rear derailleur across 5 cogs and your front derailleur to a different sprocket to do so.

4. You must anticipate your shifting. Some shifts are difficult or impossible to complete under load. This can be quite frustrating when encountering a sudden change in gradient.