PDX Pro Road

Two new websites

2012-12-31T16:26:00.001-08:00

I have decided to create two new sites - just for the sake of posterity.

It occurred to me the other day that many of the websites that people use for visual reference and technical purposes are owned, run, and maintained by manufacturers or distributors. These groups will keep photos up until the products are out of production for a set time and then in the interest of clearing space on their servers; delete the photos and the information that goes with them.

I'm hoping to assemble a collection of photos to represent some of the greatest componentry the bicycle industry has known as a repository and reference resource. So; today I have launched the following websites:

For generations of Shimano Dura Ace: duraacephotos.blogspot.com

For generations of Campagnolo groups: campygroups.blogspot.com

I will be adding to these sites as I sift through my own collection from bikes I have sold, repaired, or fitted; but I welcome your submissions as well.

Unique photos from rare items like Campagnolo's Delta brakes, the 50th anniversary group or Shimano's AX group would be great examples. Contact me if you would like to contribute. Otherwise, visit the sites and enjoy!

Matt.

Shanna's Sweet ProjectOne 6.5 Pro

2009-02-27T22:09:00.000-08:00

Photos: me! (Remember, I'm not a photographer...) Click for larger version.

Shanna has waited far too long for her bike and has been more than patient! (Thanks for understanding, Shanna.) We placed the order with Trek as soon as they opened up the ProjectOne program - because we wanted to get her on the bike as soon as possible. Well, we didn't expect that it would take Shimano this long to perfect the Dura Ace 7950 compact crankset. But, just look at that thing! Worth the wait, huh? Gorgeous!

So, here's the run down on the build kit: Frame Module: 2009 Trek Madone 6.5 Pro, 52cm; Wheels: Bontrager Race X Lite; Group: Shimano Dura Ace 7900 w/ 7950 compact crankset; Handlebar: Bontrager Race X Lite Carbon Blade; Stem: Bontrager Race XXX Lite Carbon Road; Pictured accessories: Bontrager Race X Lite Carbon bottle cages; Bontrager Air Rush CO2 mini-pump. Weight as pictured: 14.8 lbs (Including cages, pump, CO2, and yes, reflectors...)

Just a few notes for interested readers: This is one of our first assembly jobs with the new 7900 kit, and there's a few things that really jumped out at us. Shimano is known for continuous improvement and innovation and 7900 is no exception. Every bit from the shifters to the barrel adjusters has seemingly been scrutinized for improved function and feel. Just try this next time you get a chance to touch some 7900 stuff (especially if there is 7800 or 6600 Ultegra nearby...): grab the brake barrel adjuster and give it a twist. Smooth, light action but still solid
and you know that adjuster will hold it's position. Now twist the 7800 or Ultegra adjuster: solid, confidence inspiring, but not as smooth or effortless. Shimano doesn't miss a detail!

As many (including myself) have reported, the STI lever shape feels great in the hand and the brakes are SOLID! The shift action is light and precise and the front derailleur shifts especially smooth compared to previous generations. A product of the years of research and innovation Shimano has put into their chainrings - not to mention the super-stiff hollow outer chainring. The rear derailleur's capacity has been changed from a 27 tooth large cog to a 28 tooth cog - an important little change for those of you hoping to drop your triple cranks and enjoy the advantages of compact cranks.

As for the Madone: The 6-series is of course the top-of-the-line. The frame that's too light for Trek's pro-team: Astana. And the only thing the 6.5 is missing from it's "big brother", the 6.9 is the carbon wheels. Shanna's Pro-geometry frame uses the same geometry as the original Madone bikes and Trek's legendary 5000 series bikes (5200, 5500, 5900); the best selling carbon-fiber bikes on the planet. If it's not broken - don't fix it, right? Otherwise, aside from adding a replaceable aluminum derailleur hanger - the frame module is unchanged from last-year's debut version. Shanna's handlebar and stem will provide a smooth, comfy ride while being stiff enough to "wrench" on the bars in a sprint or climbing that last hill before the finish line.

So, what do you think? Great finished piece, huh? Shanna didn't change her bike too much from the original spec - but we did make some adjustments to the dimensions of the handlebars, cranks, and seat cap - exercising what Trek has created to be the best build-to-order program available from a major manufacturer. You just can't get this kind of versatility from anyone without buying just a frameset and build-kit separately and potentially paying a premium.

Thoughts? Questions? Leave a comment and I'll reply.

Thanks for reading!

Bontrager Shoes & Parlee TT and Z4 @ AToC

2009-02-24T09:20:00.000-08:00

The Amgen Tour of California has come and gone; and has left in it's wake a plethora of new products and prototypes - some of which have made it into the "daylight" for the first time.

Of specific interest is the new line of Bontrager Shoes which I've written about on my other site, here. Bontrager has applied its "InForm" comfort-oriented fit philosophy; which it debuted on their InForm series of saddles last year, to footwear. I had a chance to try them on at Trek World last August and I was impressed. I'm really excited to fit some clients to some and see their reactions - because these are not your "normal" cycling shoes. By building the shoe to accomodate custom orthotics and using a proprietary, customizable footbed by eSoles the InForm shoes offer very competitive fitting options right out of the box. The "derby" cut of the upper (where the opening for the tongue of the shoe is cut all the way down to the toe) creates a greater amount of versatility to accomodate a broader range of foot widths without having to create a separate line of shoes for wide or narrow feet like many brands have done.

My previous postings (linked above) have some pictures and good information about the shoes - but for more, check out this story (and recent photos) at VeloNews.com.

Photo: bikeradar.com (click for larger version)

The AToC also marked an important milestone for my friends at Parlee Cycles. The Fly V Australia Cycling Team is a new partner with Parlee and marks an important re-entry into professional bike racing.

What's that? You don't remember Parlee being a sponsor for any other pro team in the past? Well, they weren't. But their Z1 model was a popular choice a few years ago for pros to have custom built and then re-labeled with their official sponsor's logos - Tyler Hamilton being one of the most commonly cited examples riding a Look-badged Z1 for a season; riding it to 2nd place in the Giro d'Italia in 2002.

The Fly V team will be using Parlee's stock Z4 model for road duties - proving that the Massachusetts-based boutique carbon company's "base" model is fully capable of withstanding the rigors of pro-team punishment. But, probably the biggest news is the broad unveiling of the new TT model - which has been making trade-show appearances (and winning awards) for a few years now and finally started shipping to consumers in 2008. The Fly V squad's TT bikes will be the first view a lot of people get of the actual production version.

I had a chance to talk with Bob Parlee about the TT bike about a year ago at the North American Hand Made Bicycle Show in Portland, Oregon as I was helping to man their booth. You see, Bob's experience with composites and fluid-dynamics; which he honed as an accomplished designer and builder of America's Cup class racing boats is part of the secret of Parlee's success with bicycles. There are very few builders - large or small - that have as vast a knowledge of these two areas as the namesake of Parlee Cycles. Bob understands that a lot of the bicycles consumers see and buy have fancy shapes that look fast and stiff and efficient - but looks aren't everything.

In the particular case of the Parlee TT, Bob designed the frame based around low speed NACA proven sections to be low-drag at a variety of yaw angles for maximum aero efficiency and used the internal lay-up schedule to determine the frame's stiffness and ride quality. In boat racing - all of those dips, bumps, jogs, and swoops that might make a shell look cool can make it slower and weaker in the water. Well, water just behaves like dense air; so why shouldn't the same principles apply? Use the outside to make it fast. Use the inside to make it stiff, comfy, and well-mannered. It will be fun to see how Fly V performs on their sweet rides this year.

For great stories with lots of photos on both bikes - head over to Bikeradar.com and VeloNews.com!
-Bikeradar.com: David Kemp's Fly V Parlee TT
-VeloNews.com: Phil Zajicek's Fly V Parlee Z4

And, of course, for your own look at a Parlee - check out Bike Gallery! The 2008 floor models have been marked down and are ready to find new homes! Contact me or leave a comment for more info.

Thanks for reading!

Kelly's Parlee - Too cool not to talk about!

2009-01-26T11:33:00.000-08:00

I don't have too many words for this one other than "too cool"!

Kelly works at the Bike Gallery store in Lake Oswego and this is his new Parlee Z3, which he had custom painted. Build kit: 7900 DuraAce w/ Zipp Vuma Quad cranks, Bontrager Race XXX Lite carbon clincher wheels, Bontrager Limited Edition Race XXX Lite carbon brake calipers, Ritchey WCS Carbon Streem handlebar, and the requisite Chris King headset (it's not a nice bike from Portland without one. I get away with my Cane Creeks because technically, my bikes are from Nashville!) According to Kelly: 14.4 lbs as shown.

I'll let Kelly tell the rest of the story with pictures. If we're lucky, maybe I'll be able to entice him into a ride report! Here's some selections from the link Kelly e-mailed me:

"Peeling paint" effect and custom Mercian font detals by Creative Cycle Works.

The brand new 7900 series Dura Ace rear derailleur and color matched Nokon housing.

Custom painted Zipp Vuma Quad cranks w/ Dura Ace pedals.

Limited Edition Race XXX Lite carbon brake calipers. Want some? Get your order in fast, only 500 are being made! The first 100 are already gone!

Thanks for reading!

Trek ProjectOne Up and Running...

2009-01-26T11:26:00.001-08:00

They're here....

Click for larger photo...I hope to have pictures of the actual bikes this week - these are from projectone.trekbikes.com

So the long awaited arrival of the new batch of custom and semi-custom Madones from Trek are now rolling in. We have several on order at the store (both for stock and for clients); and we've received two at the Beaverton store already which are excellent examples of what is possible through the program. And, in the case of the bikes pictured - the choices shown are at no additional charge!

Not too long ago, the drawback to owning the best selling carbon fiber bicycle in the industry was the fact that it seemed everyone else had one too! While we cyclists are not all self absorbed attention sponges - if you just dropped several thousand dollars on your new dream bike - it would be nice if your bike was somewhat unique at the next club ride. Enter: Trek's ProjectOne.

The early generations of the program provided custom paint colors and schemes and some limited component upgrades or exchanges. However, there was a minimal "buy-in" fee to the program, and you were still confined to the crank length, cassette size, stem length and rise, handlebar width, and seatpost dimensions that came stock with the size of bike you were ordering. If your riding style, fitting requirements, or personal preferences demanded otherwise, it was the job of the store you were working with to work that out with you - usually at another upcharge. Many individuals ended up with extra cranks, stems, and handlebars that they'd never use (or stores ended up with a bin of used parts in odd sizes they would never be able to sell...).

In Trek's continuing quest for moreloyal and satisfied riders and more successful dealers; they tweaked their new ProjectOne program to offer more options, faster turnaround, and lower costs. (For other details on the program, see my post on Road Bikes - Trek World '09.) Now we can determine the correct size frame from three stock geometries; the correct mix of stem, handlebar, seatpost, and cranklength; customize the gearing to your preferences and riding style, and offer component upgrades and exchanges between several different groups from Shimano, Campagnolo, and Sram's newest componetry options and Bontrager's extensive wheel line-up. All while offering multiple paint schemes - so your bike is not just another "Me-Too" high-end custom hot rod. Most of those options are at no additional fee! Just pay the retail difference in the price of the chosen parts versus the original specifications. This orange ProjectOne Madone 5.2 has gotten a lot of attention at the store. Only the drivetrain was left stock. The custom options shown are a long list: Paint scheme and color; wheel color, tire type and color, stem type and color, seatpost length and offset, saddle type and color, cable housing color, and handlebar tape type and color.

Three or four "basic" color schemes are available on any 5- or 6-series Madone (three unique schemes for WSD models, four for standard models). Then, for an additional cost other hand painted custom paint schemes are offered which often allow custom color choices and name personalization. If you choose to upgrade to Bontrager Aeolus-series wheels on your bike, you'll even have the option to select wheel decals that complement your paint scheme! I must admit that this is very tempting to me - as I love those wheels and I can't resist a fully color coordinated bike!

So, head on over to projectone.trekbikes.com and start building! If nothing else, it's a fun tool to play with - even if you're not looking for a new bike. Better yet, head over there and build something to use as a goal to aim for in this new year! Reach your goal: lose weight, ride a century, complete a half-ironman, get a new job, spend more time with your family, or whatever it may be - and get a new custom Madone!

In the mean time; here's a photo from the ProjectOne website of my current dream bike: Madone Pro, 60cm, Dura Ace 7900, green Aeolus 5.0 PowerTap wheels, Race X Lite handlebar, stem, and saddle. Retail: $10,195.15!
Questions or thoughts? Leave a comment and I'll post a follow-up comment.

Thanks for reading!

Bontrager InForm RL Saddle - Follow up.

2009-01-16T21:56:00.000-08:00

So I've been so lax in posting that I have had people tracking me down at work for updates on some of the things I've left hanging out there...namely the Bontrager InForm Saddle that I've been riding lately. (Jeff, again - thanks for the effort in tracking me down...I hope you're enjoying your new saddle.) So, thanks for humoring me while I get caught up. And for those of you who have been waiting for some resolution on things; it's coming - thanks for your patience. And, without further adieu: my final analysis on the InForm RL saddle from Bontrager.

First - if you've not yet read my initial write up on this saddle; read the previous post. The following will make much more sense if you read this all in sequence.

I have long since passed my 10-hour self-imposed timeline for testing a product. My long term impression is not too different from my initial thoughts on the seat. It's actually quite comfortable and the claims about size-specific arc and proportions that Bontrager makes (backed-up by some not too heavily publicized research) do seem to be well-founded and correct.

Again the seat is a little on the hard side. This is not a "comfort road" saddle by any means. It is certainly for the rider who is accustomed to riding high-performance "racing" type saddles or is looking to upgrade to such a saddle. The slim profile and harder, denser padding does exactly what I have long said the ideal saddle should do: support you where you need support and then stay out of the way. The dense padding also does an acceptable job of cushioning the rider from the larger bumps in the road. But for the rider who may require more padding or gel to be comfortable; the InForm series will not fit the bill.

So, my final thoughts are that I'll definitely keep the InForm on at least one bike - likely the Waterford as my other bikes typically do service on shorter rides often while I'm not wearing padded shorts - so the slight gel padding of my Selle Italia Flite Gel Flow saddles work nicely for me.

The difference in width between the Flite and the InForm were not noticed. I didn't notice the lack of the cut-out on the InForm. I did end up adjusting my saddle height down just a little as the saddle does not flex as much under weight nor do you sink in to the padding.

Little notes from the first post on the saddle:
1) No abnormal wear after 10+ hours. Still looks new. Ought to hold up well

2) Plastic "pointy" cap under nose of saddle still grabs at certain shorts - but only mildly irritating.

3)I slid the seat further forward after a couple of rides as it seemed I was riding more to the rear of the saddle than on my Selle Italia saddles. This was done all by feel and I have not had anyone evaluate my knee position in relation to my pedals on the Bontrager to see if the adjustment was well founded keen observation or me just "feeling" something that wasn't real.

If there are any loose ends that I didn't tie up, or you have other questions; leave a comment and I'll answer as best as I can.

Bottom line: worth a try and with Bontrager's 90-day comfort guarantee; you can't lose.

Bontrager InForm RL Saddle: First Impression

2009-01-06T21:22:00.000-08:00

"So, what's really new in saddles that Bontrager could have discovered...isn't this really just the same song, second verse?"

At first look, you might think this. Bontrager's been doing saddles for a while and not really settled on any one distinct, definitive technology or characteristic to make them truly unique. And now, just like a lot of other top saddle companies; they're doing saddles in multiple widths - nothing new, right? Wrong.

The multiple widths is just a portion of what Bontrager has discovered in their research to make saddles more comfortable for more people. The other part of this is to have the correct arc to the saddle to support your sit bones, allow the proper amount of contact area, and then stay out of the way. So, each saddle does not only have a unique width and profile; but also a unique arc to the back portion of the seat. Ultimately, the idea is that a center cut-out section will not be necessary because you are sitting above the body of the saddle more; rather than on the body of the saddle. I'll admit - I was intrigued.

So I got one. Truthfully; I was given one - at Trek World - after being measured by a Trek employee for the proper width; I was given a InForm RL saddle in trendy white with silver trim.

Now, some history. I'm a die-hard cut-out saddle rider. I currently own 4 Selle Italia cut-out saddles and have ridden somewhere between 15,000 and 20,000 miles in great comfort on these saddles. The Flite Gel Flow has become my favorite saddle of all time and I'm a huge fan of that cut out. But when something comes along that claims to make the cut-out not necessary, my ears perk up and I get curious. So I have to test this out.

So, last Friday I fitted the InForm RL to my trusty Waterford before a quick one hour ride. I have the 146mm width (medium) as indicated by my measurements on Bontrager's proprietary InForm measuring system. (For what it's worth - I measure the same on both the Bontrager system and on Specialized's BodyGeometry system. I've been measured multiple times on both systems; by a trained individual and done by myself with the same result each time - so both systems seem to provide objective and repeatable data - which speaks well to the thought that both companies have put into the system.

The first thing I noticed on the ride was that the saddle has a really rigid shell right out of the box - so I'm curious to see how it breaks in. On the first ride it never really bothered me; but I certainly felt as if I was riding on top of it rather than the saddle "cradling" me as my well-broken-in Selle Italia saddles do. But, I'm slow to evaluate a saddle on the first ride. I really like to give them about 10 hours of riding to really let it break in nicely. Because the fact is; regardless of what kind of terrain I'm riding or what my fitness level is - 10 hours is always 10 hours. It might be 170 miles or 200+ miles; but it's always 10 hours. So I'll certainly report back after that time has elapsed, but so far I think the results will be favorable.

One gripe: the plastic cap under the nose of the saddle has some points aimed toward the ground on it. These points catch my shorts as my leg brushes the nose of the saddle on the up portion of my pedal stroke. This has never been a problem on my Flite saddles; as the nose's side sections extend downward nicely - which works great for riders with big thighs like myself. I only find the catching mildly irritating and I forget about it after a while - but we'll see if there are any wear issues after 10 hours of riding.

As of today, I'm about a quarter of the way done - no time in my schedule for a really long ride - and all is well. I'll report back at the end of my test; but if things feel at least as good then as they do now; I might be saving up for the RXL!

Thanks for reading!

Dura Ace 7900 Officially Unveiled!

2008-06-02T08:03:00.001-07:00

Something myself and the industry press at large have been talking about for some time now - and here it finally is: Just in time for the Tour de France.

The Velonews.com story has some great technical info which rings true with what my inside source with Shimano had told me about the group (but made me promise not to say...). I'll certainly be waiting anxiously to finally get my hands on it - and you'll read about it here when I finally do!

Until then; look here for the details:

http://velonews.com/article/76923

http://cyclingnews.com/..../shimano_dura-ace_790008

Our New Fitting Studio!

2008-05-27T08:09:00.001-07:00

The Beaverton store has had a strong reputation for bike fitting for some time now. Excellent methodology, decades of experience, and best-in-class tools (which continue to be upgraded - more on that at a later date) have made Bike Gallery a well respected purveyor of cycling comfort. Now, in the interest of continued improvement - we've done some "rearranging" of our fit studio at the Beaverton store. It's been said that the appearance of your fitting area tells your customers just what you think of them. Well, we hope this shows you just how much we like you... (Click for larger pictures...)

Where all the action happens...the platform allows for perfect leveling of the bike, comfy chairs for you to sit in while we make adjustments, mirrors for analyzing your position, and a full complement of tools.

The fit studio also doubles as a sales space for some of our custom offerings - so we have just a few of these on display. Nothing under $3000 here - and currently topping out at $11k! (The Parlee Z1 seen here)

Just a few of the custom options available to you - on your current bike or your new built-to-spec Trek, Parlee, Orbea, or Co-Motion. Color samples for custom painted Co-Motions and top-shelf shoes from Specialized and Shimano are also pictured. The blue box is our Shimano custom-fit oven for the thermo-formed R-300 and M-300 shoes. (That thing's been getting a workout lately...)

A real world-champion's jersey (not a replica) signed by multi-time MTB cross-country
World Champ Julien Absalon.

So, hopefully you've gotten a good glimpse at how important you are to us... :) Our goal is to give you the absolutely best service we can and do it in the best environment we can provide. I have to say...after building one of the most successful road bike "pro-shops" in the Southeast, this room is certainly a best-in-class facility. I love spending time with my clients here and I hope to get the chance to work here with you to help you get the same kind of enjoyment from your cycling experience as I do.

Finally, as I alluded to earlier - we have some fitting tool upgrades coming soon. It's mostly the kind of things that bike fit geeks like myself get excited about - but I'll post about them none the less. It's all about serving you better.

Thanks for reading!

Pat D's Record Parlee Z3

2008-05-24T22:01:00.000-07:00

I delivered a Parlee Z3 earlier today to Pat - who has waited patiently since just after the North American Handmade Bicycle Show for his bike. Well, Pat - I think it's going to be worth the wait! I'm not going to do a lot of writing about it - just let the pictures speak for themselves. But, here's a quick run down of the details. The frame is made-to-measure, working off Pat's 20+ year old custom Bertand, but making a few tweaks to the position; shorter top tube, taller head tube, to improve Pat's position and comfort on the bike. Unidirectional carbon main tubes with 3k woven carbon joints were used.

The components include: Campagnolo Record UT Compact group, Fulcrum Racing 3 wheelset, Campagnolo Record Carbon seatpost, Ritchey WCS Ligic alloy handlebar, Ritchey WCS 4-axis carbon matrix stem, Selle Italia Flite Gel Flow saddle. No compromises! Weight with Shimano Dura Ace pedals: 16.29 lbs!

Excellently color-matched parts - and Racing 3's on a Z3 - it was meant to be...

The Record UT Compact drivetrain. The crankset uses a Hirth-style link; a design borrowed from the automotive industry.

A close-up of the custom Parlee full-carbon front derailleur clamp. Ensured to be perfectly round and provide even clamping force around the circumference of the seat tube to prevent crushing the tube. No detail is overlooked.

A nice head-on shot showing the Campy D-Skeleton brakeset, Chris King headset, and distinctive Parlee headbadge.

Enjoy your bike Pat!

Continental Gran Prix 4000 s

2008-05-18T22:59:00.000-07:00

I've been meaning to write about these tires for a while - I received a set last summer from my Continental Sales Rep, Adam (back in Tennessee) and then neglected to mount them on any wheels before moving to Oregon. Well, Oregon winter weather came and went - spent on my favorite winter tires from Michelin - and I've now switched back to using my Bontrager Race X Lite Aero wheels; on which I had installed the 4000s'.

I've spent a lot of time on Michelin tires - which I love; but I don't really like the break-in time required to scuff them in and wear off the waxy residue on the rubber. I've never had that problem with and of the Continentals I've ridden. I can install them and immediately go take a nice, fast, aggressive descent and not hear the "chirping" sound that I've come to know as my new Michelin's skip through a corner. The Continental tires bite the pavement beautifully in a loaded corner from day one and the 4000s iteration is no different. In fact, in the 250+ miles I've ridden on them so far (with plenty of high-speed, twisty downhills) I have yet to find their cornering limit. I can't push these tires hard enough through a corner at 40+ (or a tight hairpin at 25-ish) mph for them to let go and make me wish I hadn't done that. I'll attribute this to Conti's claimed 30% improvement in grip. Hard to measure exactly - but noticeable in cornering confidence.

Now, all new tires are faster when compared to older tires - maybe marginally; but they're faster. Continental claims a 26% decrease in rolling resistance on the 4000s; but in the real world I'm not sure I'm ready to confirm that. Granted, my studies are not exactly scientific. But, I don't feel myself going measurably faster. And the reality check here is - a 26% decrease in rolling resistance does not result in 26% more speed. Rolling resistance is one of the smallest factors that a rider has to overcome; so the improvement is small at best.

What I notice in addition to the extra grip is the compliance. I don't recall that Continental has made any claims - but I do notice a smoother ride versus the other Conti's I've ridden; which were already pretty comfy tires to ride. The 4000s' are so cushy that I've spent more time than I'd like watching my tires to see if they're going flat. Which they haven't - which is almost all I'll say about the puncture resistance of the Conti's - due in part to the Vectran Breaker which is woven into the tire's casing. (Sorry, flats are the only thing in life I'm superstitious about; so I don't talk about them. Weird, I know.)

So all this is to say that I'm quite happy with the tires and would recommend them to anyone if you're looking for a good, fast, cushy, grippy tire - with excellent tread life to boot! The center ridge on mine has still not worn off - after over 250 miles on NW Oregon's rough and/or chip-sealed roads.

But, if you're headed to the store to pick up some tires, be sure to get the "s" model. There is a Gran Prix 4000 which came out almost 2 years ago and is a great tire. The 4000s incorporates Continental's new "black chili" rubber compound - which gives this tire it's improved characteristics and unique ride.

Bontrager pulls Aeolus 5.0 ACC Wheelset

2008-05-15T21:40:00.000-07:00

In a press release issued to Trek dealers not long ago, Trek announced the following:

"As you know we have faced several challenges in getting the Aeolus ACC into full production. Each iteration has brought new hurdles we have tried to clear. At this time we have reached a point that we do not feel we can produce this product and attain our goal of Best in Class. We are therefore pulling this product from the line. We will continue to evaluate the best course of action to make a product that reaches our original parameters for this project. Until we have that course laid out, we feel it is best to withdraw the wheels from the line rather than continue to push orders off indefinitely."

I'm posting this here for a couple of reasons; 1) to tell you that this does not mean that any Aeolus 5.0 ACC's currently in the market do not meet Trek/Bontrager's standards. These will have full 5-year Bontrager Warranty coverage and are a fantastic product. 2) to tell you that if you've been considering getting a set - don't hesitate. These are now a rare commodity! I may very well miss out on getting a set myself (I want some badly!) because I haven't saved up my money for them yet. Find some and get them - you can't lose!

2009 Orbea Orca Surfaces at Bike Gallery

2008-05-12T10:57:00.000-07:00

The Orbea Orca , in it's relatively short life-span, has constantly pushed the envelope of design and appearance in the American bike market. It's first iteration created a new template for comfort, fit, and aesthetics. And as other bike companies catch on and mimic, the Spanish design and development company inches the line further forward, keeping everyone on their toes. Even the revolutionary 2008 Trek Madone has been accused of taking styling cues from the still popular second-generation Orca, which debuted in 2006.

So, for the early-release 2009, Orbea had quite a tall set of expectations to live up to; and while this latest iteration does not stray from the functional design of it's predecessor, the improvements are measurable and worth while.

2009 Orbea Orca w/ Shimano Ultegra SL

The shaping of the frame has stayed the same. Orbea's "Size Specific Nerve" (SSN) design makes sense and they obviously spent a lot of money developing and producing the technology, so why not stick with it. But, the 2006 Orca, in spite of the SSN, still suffered from some criticism from riders - especially they Orbea supplied pro teams. Many of the teams elected to ride the stiffer Opal frame because they weren't satisfied with the efficiency of the Orca at it's then current weight. So, Orbea set out to please their pro teams and therefore gain better public relations from their most important marketing investments - the tradesmen who ride their machines. And I think it's important not to underestimate the importance that the pro-rider feedback plays in the development of a product and it's performance in the marketplace and on the road. After all; look at what Lance and U.S. Postal/Discovery did for the Trek Madone.

First, stiffness. While the frame itself was gorgeous - it suffered a lack of competitive efficiency due to a somewhat flexy frame. So, Orbea changed the lay-up of the carbon in key areas of the frame; focusing on improving stiffness without sacrificing durability or comfort. You see, stiffer carbon fiber plies are often more brittle than the more compliant plies; leading to a frame with less durability and less vibration absorbing qualities. Orbea understood that and judiciously applied the most stiff fiber their supplier manufactures in areas and amounts which take all qualities into consideration. To the discerning critic, even the simple flex test of pressing your foot against the crank arm yields a slightly different response when compared to last year's model (although, admittedly, it is hard to tell whether this is a result of frame stiffening or the presence of the Ultegra SL crankset which uses a stiffer, stainless steel crank spindle - borrowed from Dura Ace - than the standard Ultegra crankset).

Second, weight. Now, I'm well known for valuing stiffness over light weigh - as at over 180lbs, I'm a big rider. But, if I can get both light weight and adequate stiffness from a product, you're at least guarantied my attention. So Orbea looked for areas where they could pear down the weight. Most noticeably - the beautiful and original integrated cable-stop headbadge. While it looked great, it was rather portly. So it was naturally replaced with carbon fiber.

The new carbon fiber integrated headbadge/cable stop

Second was the seat clamp. Also a beautiful and eye-catching design previously; but a little heavy. Here though, Orbea selected Magnesium; representing a significant weight savings, but offering similar clamping ability to the previous aluminum clamp. Magnesium is often blasted for it's durability - but in a application like a seat clamp; with less opportunity to fatigue, it actually makes sense.

The new Magnesium seat clamp - notable only by it's anodized black appearance.

Also falling victim to the designers' paring knives were the dropouts: shedding 25 grams; seat tube insert: -8 grams; front derailleur hanger: -6 grams; bottle cage bolts: -8 grams; and a 15 gram weight loss from it's more simplified color scheme. Small changes all, but resulting in a combined total of 88 grams; nearly 1/5 of a pound.

And, the new version came out in time for the pro teams to ride for the current season - resulting in an early release for the rest of the market. Just in time for the riding season.

The new Orca is available with several stock build kits or assembled to your choice of specifications through Orbea's "Made to Order" program. Come on in to Bike Gallery or check it out at orbea-usa.com

Orbea 2009 update coming soon...

2008-05-04T08:20:00.001-07:00

We've received some new and improved 2009 Orbea Orcas (and closeout 2008 Orbea Ora TT/Tri bikes) and I'll highlight them soon. Check back later this week.

Parlee's magic further explained...

2008-03-25T08:18:00.000-07:00

We've been told that the most frequent question the guys at Parlee get is: "What is the difference between the different models?" That question is at once simple and complex - as the major differentiating factors are quite simple to spot, but the benefits are somewhat technical. To begin the explanation, here's a picture of the 62cm Parlee Z3 we just received at the Beaverton store (All photos have larger versions - click for the bigger photo).Parlee Z3, 62cm with it's 7 degree sloped top tube and wishbone seat stays

The Z2 and Z3 frame sets are nearly identical. Both have the same rider-specific tube and lug options for maximized ride-tuning. Both use a wishbone seat stay configuration; with the left and right seat stay joining into one single unit just below the rear brake bolt. And, both can be built using stock Parlee geometry or made-to-measure. However, the Z2 utilizes a more traditional, horizontal top tube configuration which results in a slightly heavier, more compliant frame with a very traditional look (the top tube of the Z2 can actually be sloped up to a nearly undetectable 3 degrees as needed or desired). The Z3 is built with 7 degrees of top tube slope. (Giant TCR frames are 9 degrees.) When made-to order, this slope - while a pre-determined amount - can be used a couple of different ways for different effects. First, the frame can be built in a "compact" configuration merely reducing the height of the seat tube and length of the seat stays; marginally reducing the weight of the frame . Secondarily, the frame can be built in a "sloping" configuration; still reducing the size of the rear triangle, but also allowing for a slightly taller head tube without compromising the rider's stand-over height on the frame. A taller head-tube results in a slightly more relaxed riding position without sacrificing as much front-end stiffness (when compared to tall stems or tall spacer stacks under the stem) and also work well for long-legged, or shorter-armed riders.

In the Z3 picture below, you can see; along with the beautifully detailed hand-wrapped tube junction, the slight slope of the top tube as it radiates forward to the front of the bike. Also visible, although only slightly, is the wishbone seat stay configuration.Parlee Z3 seat cluster

Parlee's wishbone seat stay is manufactured to their exacting specifications by Edge Composites of Ogden, Utah, makers of high quality carbon fiber composite frame components and rims. Edge custom manufactures Parlee's private label forks and round tubes as well (Parlee does also occasionally use Alpha Q forks from TrueTemper as seen on this 62cm Z3 and Reynolds Ouzo forks - although the use of these is being phased out as their private label fork becomes available in more rake options). Wishbone seat stays are currently very popular in the bike industry and are used on a majority of bicycles. Their pre-fabricated nature is cost-effective and since they meet the seat cluster at only one point - they are a very easy way to build a frame that is straight and well aligned. They are also relatively vertically compliant - resulting in a more comfortable ride. However, they are not the most horizontally stiff configuration for a seat stay. More on that later.

A front-end view highlighting the hand-wrapped head-tube junction and the Alpha Q fork used on this really big Z3.

This brings us to the flagship model - the Z1. Let's pause for a moment to bask in the beauty of the 58cm specimen we just received in Beaverton:

Parlee Z1, 58cm, Dura Ace 7800, Bontrager Race XXX Lite carbon clincher wheels

The Z1 was the original; and is still the most versatile, frame that Parlee builds in the Peabody, Massachusetts workshop. The Z1 has the same options for tubes and joints as the Z2 and Z3; resulting in a highly tunable frame. The real secret to the Z1's superior tunability and performance is the aforementioned seat stay configuration - a more traditional "A-stay" format; as can be seen in the photo below (and in more detail in the last photo).

Z1 with custom, full-carbon Parlee fork from Edge Composites

The A-stay has traditionally been the preferred format - that being two separate frame elements coming up from the rear hub area and connecting directly to the seat-cluster, often joined by a cross-bracing "brake bridge" directly above the rear wheel. This provides a place to mount a caliper style brake and adds a moderate amount of stiffness to the rear end. This also adds to the "A" look of this configuration.

The A-stay is a much more difficult method of construction. Unlike the simple, single-point junction of a wishbone - which is quick and cheap - the A-stay requires that two bodies be precision cut, mitered, and aligned in order to build a properly constructed and, of course - straight - frame. However, the price for this added amount of attention to detail is slightly reduced weight, additional stiffness and strength, and in the case of the Z1, an additional amount of ride-tuning capacity as there are more options for these seat stays than the wishbone style. There is a slight pricing premium for a Z1 - but Parlee believes they are able to deliver a product which is more than worth the extra cost - as do I.

The gorgeous A-stay of the Z1

An additional little fact about the Z1 is one that can be claimed by very few other small-label frames: This frame has been re-labeled and ridden by several world-class pro riders - most famously as a Look frame ridden by Tyler Hamilton while with Team CSC. Pros are notoriously picky and won't ride something that doesn't deliver an immediate, noticeable advantage. They'll often hoard out-of-production parts and components (like pedals, saddles, and handlebars) because it is what they deem to be the best for them. For a discerning, experienced Pro to trust a small builder in this world of mass produced "super bikes" is a huge vote of confidence and Parlee has earned every vote.

To view and experience these wonderfully different dream-machines, come see us at Bike Gallery.

More Parlee pictures coming soon...

2008-03-21T09:02:00.000-07:00

We just received two new Parlees at the Beaverton store. The first is a 62cm Z3 with Dura Ace and Ksyruim SL Premium wheels. The second...well, it's a different animal: The flagship Z1, 58cm, Dura Ace 7800 and Bontrager Race XXX Lite Carbon Clincher wheels. This super-bike carries a price tag of $11,000!

I'll have some photos and details of the different frames posted within the week. Look for a review on one of these soon as well!

Have a great weekend.

Parlee Cycles joins the Bike Gallery Family!

2008-03-17T21:24:00.001-07:00

Generally regarded by many to be the most finely constructed carbon fiber frames available, Parlee Cycles has begun to make a name for themselves in the crowded echelon of composite bicycle frames. At Bike Gallery, we’re proud to be one of Parlee’s newest dealers and honored to have the opportunity to represent them to the discerning Portland market.

So, what makes these frames unique? Upon first look, they don’t appear to use any unique technology and appear to be simply lugged (or slipped into joints) together. While this is a somewhat popular building technique used by many different builders because it allows for higher quality control and greater consistency; it’s not totally the truth with Parlee. You see, lugging requires that two pre-fabricated pieces: a tube and a joint, slip together and then be joined either by brazing or gluing depending upon the material. Parlee does neither because it does not take full advantage of carbon fiber’s qualities. Instead, Parlee takes their custom designed tubing mitered and set at the correct angle for the joint in question and then hand-wraps layers of “pre-preg” (already saturated – or impregnated – with resin and epoxy) carbon fiber fabric around the joint and then sets the joint using pressure and heat. Since this is not a pre-fabricated lug-type slip joint the tube and pre-preg layers bond to become one piece rather than being glued together with epoxy as in pre-fabricated lugged carbon construction. This eliminates excess epoxy and carbon material and slight movements in the joints due to the “floating”nature of a bonded carbon joint resulting in a stronger, lighter, and stiffer joint and therefore better frame.

The 55cm Parlee Z4 in stock at Beaverton (click for larger picture).

Another advantage of this unique building technique is its virtually unlimited ability to be joined at a variety of angles – freeing up builders and designers to build truly custom and made-to-measure frames. Due to the pre-fabricated nature of the carbon fiber frame elements used in other construction techniques a frame builder is limited in the range of angles he can form a tube junction by the lug sets available and the amount at which they are able to be machined to accept different angles. Additionally, if a lug joint is designed to be machined to accept multiple angles it therefore must be overbuilt to allow for the machining, and is then more bulky than is necessary for the joint in question. Conversely; building as Parlee does, by hand-wrapping the tube junctions allows a great deal of versatility in the joint angles and enables builders to use only the amount of material necessary to build a strong and sound joint with the desired stiffness.

A close-up of the Z4's head tube joint (click for larger picture)

Finally, Parlee takes things to yet another level – creating multiple tube sets with a variety of stiffness and comfort qualities – allowing them to fine-tune the qualities of each frame they build to the individual rider. Unlike most composite frames on the market; which are mass-produced and over-built because of the unknown identity and individual needs of the end user, a Parlee-built frame can deliver a more precise amount of stiffness or weight-savings depending upon the intended use of the ultimate owner. Very few carbon frame manufacturers can offer that level of detail and do it with the quality and performance of Parlee.

Stay tuned to BGPR for more pictures and discussion on what makes their different models unique. For more info and some great photos, see parleecycles.com.

It's Here...The 2008 Trek Madone 6.9!

2008-03-17T11:57:00.000-07:00

(This review originally appeared at mattmagee.blogspot.com on Thursday, January 17th, 2008)

What an amazing machine!

Wednesday at the Beaverton store we received our first Trek Madone 6.9; the top bike in Trek's road series and what would have been the team-issue bike had the Trek sponsored Astana Pro Cycling Team not signed a deal for components with SRAM. None-the-less, this impressive bicycle is still drool-worthy.

Of course, the first thing we had to do was take it over to the scale and see what it weighed in at. The model we received was a 56 cm , "performance" geometry bike featuring the Trek OCLV Red fuselage, Bontrager Race XXX Lite carbon clincher wheels wrapped in Race X Lite 700x23 tires, and Bontrager Race XXX Lite carbon stem and handlebar. The component spec was mostly Shimano Dura Ace with a Bontrager Race X Lite carbon compact crankset and SRAM OG 1070 cassette with a 12-26 tooth count. As built (including the geek-tastic, but required wheel reflectors) the bike weighed in at 15.03 pounds - just above the 14.96 lbs allowed by the UCI in a sanctioned road race.

The "new and improved" Trek Madone 6.9 Performance

So of course, my ever-analytical mind went to work. My colleagues in Tennessee will remember that I had guessed that this bike would be "UCI Illegal" out-of-the-box with a full Dura Ace or SRAM Red component group on it. Since we haven't received a 6.9 Pro yet - I broke out my trusty notepad and calculator and went to work changing the bike to be built as a true pro-level bike. I substituted a Shimano Dura Ace double crankset and cassette, exchanged the carbon clincher wheels and tires with their tubular siblings, and made the arbitrary call to trade out the carbon stem for it's lighter Race X Lite 2024 Aluminum counterpart (alloy stems - and occasionally handlebars - are still preferred parts in the pro ranks for their efficient stiffness, usually lighter weight, and crash-resistance). These changes cut a lot of fat off the bike. Granted, some of these changes were reasonable for the average rider; however it could be argued that the change to tubular wheels (a large source of the weight savings) is a luxury that should be reserved for the pros who rarely have to pull off to the side of the road to change their own flats.

So, what were the numbers? Well, the UCI weight limit is 6.8 kilograms. Our sans-pedals bike comes in about 3 grams over that number. With the above changes, we drop down to 6.1 kilos (13.42 lbs); enough to add pedals and bottle cages and still have to find other ways to weigh-down the bike in order to be legal to pull up to the start line of the Tour of California. We can currently only speculate just how light the SRAM Red bikes will be with their significantly lighter OG 1090 cassette and shift/brake levers. On paper, these items are more than 100 grams lighter than their Dura Ace counterparts which is enough to drop below the 6 kilo mark without pedals! Enough for me to opt for my preferred wheels: the Bontrager Aeolus 5.0 and still keep the bike under 16 lbs. ready to ride.

With the continuing reviews of this bike's great stiffness and comfort qualities; it appears that Trek has delivered a bike that is; as advertised, a best-in-class road-racing machine. Where will we go from here?

Now, get out and ride!