The Crooked Cog Network has announced that it will no longer be supporting its various websites. Current content will remain up for archival purposes, but new posting will be either sparse or ceasing altogether.
Look for former Crooked Cog writers to be posting information and news on “The Cyclist”. (http://www.thecyclistsite.com ) Please bookmark this new location and thanks for reading The Crooked Cog Network family of websites.
]]>XX Group: SRAM isn’t giving much away on this as yet, but we have learned that product is not set to ship until August, making the Fall trade shows the likely first debut for the new groupset. SRAM is said to be “reducing the dimensions” for the lightest possible weight for each component. Also, we’re hearing that some technologies used in SRAM’s “Red” road racing group are being employed into the new XX group.
Weight Reductions: SRAM is taking some grams off many of its current models resulting in totally new designs for X-0, X-9, and X-7 derailluers. The new long cage X-9, for example, is said to weigh under 210 grams. New geometries and two cage lengths will also be offered on 2010 X-9 and X-7 derailluers.
Group It Together: SRAM is also going to package components together as “group sets” for 2010. Look for cranks, shifters, cassettes, derailluers, and brakes to be grouped together in the X-9 and X-7 levels with the X-7 getting new trigger shifters for 2010. Even X-4 will be available with a crank set and Avid Juicy hydraulic disc brakes.
Color Is In!: We’re seeing a trend towards colored components and SRAM is also on board with it. Look for X-0 trigger clamps, derailluer inner cages, and Noir GXP Lite crank sets to be offered in five color choices for 2010.
More Hammerschmidt?: We have mused on Hammerschmidt being expanded into XC/Trail categories here before and it looks as though we’re not the only ones thinking that way. It seems several bicycle companies are asking SRAM to develope Hammerschmidt outside of the DH/AM market, where they are currently focused with the product. Time will tell, but do not look for anything in the near future.
Stay tuned for more news and rumors……..
]]>Over the last few articles, we have looked at the why’s and what’s of custom frames. We have heard from some of the best in the biz, whether it was in steel, aluminum, titanium or all three. So now the next step is obvious. We need to pick ourselves a frame builder and get fit for a custom ride.
To choose the builder, I listened to my own advice. I knew I wanted to replace the Karate Monkey as my SS ride. I wanted to stay in steel as far as the frame material. I wanted to choose a builder that I felt comfortable with. Fortunately, I have a friendly relationship with a one man shop that has been working in steel for a long time. In fact I have owned several of his frames over the years going back to the early 90s. He knows how I ride and where I ride. He is the obvious choice for me, but I will mention that if I had not had this rabbit in the hat, among the builders we highlighted, I would have picked Waltworks as a builder of choice, at least as far as being most aligned with my preferences on build philosophy.
Doug Curtiss of Curtlo Cycles, now a resident of Washington state, was a local So Cal guy. I have spent many an hour hanging around the ‘barn’ where he built the bikes and more time than that pedaling a result of his torch work down some local trail.
So, I already have an advantage going into the process of determining the perfect ride for me. And with that part over and done with, we will get this party started. I spoke to Doug and he agreed to do this mostly by email so we would have a written record for the article. However, we spent a bit of time on the phone discussing various thoughts on what I was looking for in the next bike. We are specifically looking at a singlespeed, geared capable, steel, softtail 29er.
I am coming from the Karate Monkey as a point of reference. I have been riding it for quite some time, first in a 1×9 geared configuration, and lately as a pure SS. It is a very capable frame, very versatile, tough as nails, and affordable. It is also pretty heavy, kinda’ short between the wheels, less than beautiful as far as frame shape/asthetics, and has poor standover. It is a L frame (20”) and it has a 24.25” effective top tube and a short headtube. I ended up with 1” of spacers under the stem, a 6* rise 110mm stem, and 1.5” rise bars to get the relationship right. I also am not such a fan of the 72* head tube angle when paired with the 45mm offset of today’s newer suspension forks. It is just a bit touchy for me and for where I ride. I also prefer a shorter stem, 100mm max, and 90mm is fine too.
So what would I be looking for in a custom frame as far as the end result?
Well obviously the right fit. Based on the measurements taken from my existing bikes and measurements of my own body dimensions, and, factoring in my preferences formed over years of riding, Doug will come up with frame dimensions to suit the circumstances. I am liking longish top tubes these days.
The right attributes. I am not trying to get all racy here. This will be a raceable, but comfy, all day type of package. Where I ride, it is typically wide open and liberally covered with loose, rutted, techy-ish stuff, fast fire roads, etc. No dancing through the Alders for me. So, while Doug will be the ultimate say, I am suggesting a slightly less than typical 72* head tube angle to be used with a 80mm suspension fork, perhaps a 100mm. We shall see.
Softtail anyone? I am not young. Even though the 29” wheels mute trail chatter, I would like a bit more cush if I can get it, so, I will take advantage of a feature that Doug builds, that being a softail frame with around ¾” of rear flex/travel. The goal is to be able to ditch the Thudbuster and run a carbon or Ti seatpost as well and be happy. Above is a pic of Doug’s personal ride. His has S&S couplers, an Action Tec front fork, and a Roloff rear hub on Paragon sliding dropouts. Trick. Doug is a big guy, so that bike looks like a 26er in scale. I think that is something like 26” toptube on there.
So that is about it. I want the normal things that folks want out of a custom frame: a correct fit, a certain handling result, and a type of design that is out of the norm for the production built bike, a steel softail. In the next article we will be showing how we measure the existing bikes I ride, measure me, and take that and add input to the builder as far as my preferences, dreams, goals and aspirations. Basically, I wanna’ be a star! Ordering a custom frame should make you feel special, since it is, perhaps for the first time when buying a bike, all about you!
Hang on, it is about to get fun as we break out the tape measure and plumb line in our quest for the custom frame experience.
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Innovations like SRAM’s Hammerschmidt are only one of the recent signs of the fall of the triple ring crankset from favor.
The “triple”, as three chain ring equipped crank sets are often referred to, have been around since the dawn of the modern mountain bike in the late seventies. Used to give off road riders a low enough climbing gear without sacrificing down hill speed, the set up has been basically the same since that time with some tweaks along the way to the specific chain ring sizes and bolt patterns for the rings themselves. However; there also have been instances along the way where riders tried to eliminate the multiplicity of front chain rings. Nothing on the scale of today’s developments where we have seen and heard of many things that may change the way we motivate up and down the singletrack.
The first big technological change made popular was SRAM’s Hammerschmidt which is basically an internally geared two speed crankset. It eliminates the front derailluer and two of the front chainrings for a gear spread equal to what roughly was the “granny” ring and middle gear on a traditional mountain crank. This has found popularity with All Mountain, Freeride, and Downhill riders that rarely if ever use a big chainring on their cranks anyway. Obviously, too much weight and a lack of a high speed gear up front would limit the usage of this idea, but we may not have seen the end of the development on internal geared cranks yet.
Now for the high speed, cross country set, the news is all about 10 speed drive trains utilizing two front chainrings. SRAM is set to hit out first with the new and yet to be launched “XX” group. Featuring a purpose built two chain ring crankset, the idea is much like “compact” gearing for road bikes, with a nearly identical gear spread to a triple chain ring set up, but with better chain lines, and lower “Q” factor. Also rumored to be making the leap to 10 speed/dual front chainring mountain groups is Shimano. They are rumored to be readying a 10 speed mountain group with a two chainring crank set in the XTR and XT levels.
Not only that, but the scuttlebutt is that Shimano will stop production of triple crank XTR and XT cranks altogether in the future. Will this signal a “trickle down” through all of the mountain groups in SRAM’s and Shimano’s line ups? One industry insider I spoke with on the condition of anonymity said that the trend would trickle down eventually. However; he also stated that recreational groups and trekking cranksets looked to remain as triples for the short term.
My take on it is that it would be a big mistake for SRAM and Shimano to cease high end production of triple crank sets. While racing pursuits lend themselves to such set ups, the common trail rider is not well served by fewer choices in gearing. I also feel that adding more cogs to the cassette is not what trail riders and all mountain/free ride folks are looking for. Actually, fewer cogs and a dishless rear wheel are much higher on the agenda here.
While details are scarce and solid info is months away yet, it is alarming to see that this may be on the table. The jury is still out, but things don’t look so good for the common triple crank these days.
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The liner for the Stallion has yet to see action due to the cool temps here.
As you may have guessed from reading the other two Hoss posts, I am a bit of a freak when it comes to looks with my clothing. I will say that the Stallion Short passed muster right off. It had no funky quirks with it’s muted “Black with Logo” print, which got my thumbs up right off. The fit, like the Ponderosa Knickers, was spot on. Unlike the Ponderosa though, the Stallion is a “boarder style” short. (Think surfing) with it’s lace up fly closure. I liken it to the old school football shorts. At any rate, it works and there isn’t a buckle to dig into your “overhang”, if you are sporting one. Let’s just say it is comfortable and leave it at that, shall we?
The removeable liner allows you to mix up the Stallion with cool weather gear.
The leg length is down to the bottom of my knee caps on me. Nice length, I think. It has the similar gossamer feeling fabric of the Ponderosa Knicker. Thin, but I was okay with it. Lots of comfort and freedom of movement here with the Stallion. There is no provision to tighten the leg openings though, so if you don’t like your short legs flapping in the breeze, these shorts may not be for you.
Functionally, the Stallion has decent sized pockets. One is rather large. Big enough for a good sized camera, or a pair of summer weight gloves to be stashed in. There are a few other smaller pockets, but no slash pockets to stick your hands in. If you haven’t worn boarder shorts before, this is common, but I think a couple of pockets in the normal places are called for here, especially since the Stallion has a removeable liner, and it looks good enough to wear casually in non-cycling scenes. Anyway, as a cycling short, I don’t mind this lack of pockets in the normal places. Again, things ride nicely in loaded pockets on the bike. A big plus if you are going to bother to sew in some pockets in the first place.
I’ll be back with some warmer weather test results with the inner liner soon. Stay tuned!
]]>We continue our series on the Custom Framebuilder Experience with a talk with two of the premier builders in Titanium, the uber-metal.
The Titanium Guys:
The Master – Kent Eriksen of Kent Eriksen Cycles.
“I definitely test the rides I make.”
Twentynineinches.com - So, who are you? Please introduce yourself.
Kent: I am Kent Eriksen, the ARRP member of framebuilders. I have been working on bikes since 1975, building frames since 1980 founding Moots Cycles. I actually made the first NORBA National winning bike ridden by Steve Tilford in 1983. My own racing history includes many races at the NORBA national level (4th place in 1984), and in the past several years as an endurance and elite master racer all over North America. I definitely test the rides I make.
TNI: Who is your typical customer?
Kent: Typical customers include avid cyclists. Riders who race, riders who simply ride, and avid cyclists who want a performance oriented bike.
TNI: Why custom? Why not just an off-the-rack bike? They work well, don’t they?
Kent: We guarantee our bike fit. To maximize the comfort and performance from a bike, a custom fit is paramount. Everyone a certain height is not necessary a certain weight or strength. Our selection of tubes ensures the best performing frame based on a rider’s size and ability. Stock frames can miss the mark for many riders, so custom can be the way to go. As a custom builder, I have been able to introduce new wheel sizes, innovative geometries and…in fact, I made the first 29er for 52 mm tires and the first 650B for fat tires, both off road standards today.
TNI: Why did you choose the particular medium to work with, be it steel, Ti, or aluminum?
Kent: Rideability. Titanium is the strongest, lightest most efficient metal for us to work with. We like its rideability. It absorbs shock, transfers energy, wears like no other and lasts forever. No need for paint, it is easy to maintain.
TNI: I know it is a complicated procedure in many ways, but how do you approach the challenge of assessing the needs of your customers? How does that process work?
Kent: I talk to them. I am the one who works with the customer. Then I scramble their brains with all the options. Finally I make a drawing or two based on all the information and we work through revisions to a final design. I use BikeCAD and Anvil jigs to obtain the perfect geometry. I am also involved in the entire process of the frame fabrication.
TNI: Let’s get this out of the way. The biggest knock against the small builder is the often shabby track record of missed deadlines, poor communication, etc. How do you run your business to avoid those issues?
Kent: We make our deadlines. We do not over-promise, and are very efficient with our time. We do not rely on email, rather we do spend a lot of time on the phone. We have a small, dedicated staff that focuses on the customer and the details.
TNI: How do you stay passionate about bikes? What keeps you stoked?
Kent: I ride. I like to ride nice bikes.
TNI: Twenty Niners gave the custom builder a boost, what do you see as being the latest trend? Are 29″ers still a strong seller?
Kent: 29ers were absolutely good for our business, especially in the hardtail and full rigid frames. However, fast on the rise are 650b frames.
TNI: What do you feel is the future of the custom builder especially now, in very challenging times?
Kent: Our future is never solid, but we are busy now and truly focus on customer service. People want to get an experience out of their dollar, we give them that.
TNI: Anything else you want to say? Future plans, goals, visions, final words of wisdom to folks considering a frame build?
Kent: Give me call, let’s talk bikes!
Kent Eriksen.
The New Guy – Scott Quiring.
“My typical customer is a discerning type of bicycle rider.”
Twentynineinches.com - So, who are you? Please introduce yourself.
Scott: My name is Scott Quiring. I have been building, starting for others, since the early 90’s and have had my own business Quiring Cycles LLC. for the last 10 years. I have raced extensively in the the last 20 years including a stint on the Bianchi team in the mid 90’s, primarily on the dirt but road also. I won a few races over the years and I have sponsored the Bell’s Brewery Team here in MI with bikes the last 3 years and am building this year’s team bikes now.
TNI: Who is your typical customer?
Scott: My typical customer is a discerning type of bicycle rider.
TNI: Why custom? Why not just an off-the-rack bike? They work well, don’t they?
Scott: Most of my clients are buying custom to get something that they can’t find in stock bikes, whether it’s fit, function or form.
TNI: Why did you choose the particular medium to work with, be it steel, Ti, or aluminum?
Scott: I build in all the above including Stainless Steel and Carbon Fiber as each has particular attributes to offer. I have become proficient enough working with these materials and have the proper sources of supply located so that I can do so comfortably and there are customers out there looking for a variety of bikes.
TNI: I know it is a complicated procedure in many ways, but how do you approach the challenge of assessing the needs of your customers? How does that process work?
Scott: Lot’s of time on the phone and answering emails.
TNI: Let’s get this out of the way. The biggest knock against the small builder is the often shabby track record of missed deadlines, poor communication, etc. How do you run your business to avoid those issues?
Scott: Hard work. I am not perfect but I do the best I can.
TNI: How do you stay passionate about bikes? What keeps you stoked?
Scott: I ride.
TNI: Twenty Niners gave the custom builder a boost, what do you see as being the latest trend? Are 29″ers still a strong seller?
Scott: 90% of my orders are 29″ers but I will build to any wheel size for Dirt, MonsterX, Cyclocross and Road. The latest trend is that the price of materials is going up by the day and my prices must reflect that in order to keep the doors open. Flexibility is key.
TNI: What do you feel is the future of the custom builder especially now, in very challenging times?
Scott: Hard work and lean manufacturing with a bit of prescience.
TNI: Anything else you want to say? Future plans, goals, visions, final words of wisdom to folks considering a frame build?
Scott: It is a misconception that Ti is more environmentally responsible than other materials. 80% of the material cost of Ti is attributed to the manufacturing process which takes a lot of energy. I work in Ti and all the other materials to suit the needs of my customers and find that having a variety of price points and options available keeps my card full. All my finish work is done in-house including paint and etched finishes. Not having to send out frames to get this done greatly reduces my production time.
I also introduced the QBall frame and fork with sliding dropouts of my own design 3 years ago. The bike is all CroMo steel and available more readily and affordably to someone that is on the fence with custom.
Scott
]]>We continue our series on the Custom Framebuilder Experience with a talk with two of the premier builders in aluminum. Aluminum….it is not just for beer cans anymore.
The Aluminum Guys:
The Master – Paul Sadoff of Rock Lobster Cycles.
“Let’s see if we can get America building stuff more than importing stuff from far away places.”
Twentynineinches.com - So, who are you? Please introduce yourself.
Paul - Who am I? My company is Rock Lobster and I am Paul H. Sadoff. I built my first frame in 1978 and went fulltime in 1988 as a framebuilder in Santa Cruz, California. At the time I started I was racing on the road and was working in a bike shop as a sales/service person. I wasn’t much of a racer but I did win one race in 1980.
TNI: Who is your typical customer?
Paul: Most folks who come to my shop for a frame are avid riders and/or racers. I don’t get collectors or the folks looking to have some sort of ‘object du art ‘….trophy bikes as I like to refer to them. Arty bikes are really great and I initially thought that was what I wanted to build but the riding was much more important. The idea that I could build a bike that would put smiles on people’s faces when they rode won out. Fulfilling a need in your cycling community is the framebuilder’s first job and that is what keeps me employed.
TNI: Why custom? Why not just an off-the-rack bike? They work well, don’t they?
Paul: If a person goes shopping for a bike and does not find what fits their body or their projected use, the option of custom is a way to fulfill what the production bikes can’t or won’t offer.
TNI: Why did you choose the particular medium to work with, be it steel, Ti, or aluminum?
Paul: Everyone with few exceptions starts with steel as it is easy to work with and not too expensive. I started working with aluminum about 9 years ago in response to what I was hearing from racers. I had built one aluminum MTB prototype back in 1992 and remembered really liking the ride characteristics. Also, I was ready for a new challenge after working with steel for 22 years. I have also been using some carbon pieces on my road and ‘cross frames to tune the dampening characteristics for certain conditions and customer requests.
TNI: I know it is a complicated procedure in many ways, but how do you approach the challenge of assessing the needs of your customers? How does that process work?
Paul: Most folks have a good idea of what they want by the time they come to my shop. Those that don’t, get a lot of questions from me and I go over body and current bike measurements to see what I can do to improve their comfort and efficiency on the bike. I also ask about what the bike will mostly be used for, i.e. racing, training, commuting, touring-whatever. I also ask what they would like to see out of the new bike besides a better fit: stuff like downhill stability, positive power transfer, better balance for slow speed technical dirt riding, anything right down to the placement of water bottle cages. It can get very detailed. Not too many folks leave everything up to me and say “Just wing it”. There’s too much money, time, and resources at stake in a custom bike.
TNI: Let’s get this out of the way. The biggest knock against the small builder is the often shabby track record of missed deadlines, poor communication, etc. How do you run your business to avoid those issues?
Paul: I try to be on time with my building and I do not give people an unrealistic delivery time that I cannot possibly make to ensure a sale. If I am not fast enough, the customer can go to someone else…..it’s a custom bike, not a hamburger. Staying truthful and not taking in jobs that are going to wind up screwing up the general flow in the shop are key. I won’t build anything that I am not tooled up to do in a competent way….no trikes, no recumbents, no BMX (sadly…..), etc. I make an effort to keep customers in the loop at many times over the course of the build so they know what’s going on and so they feel that they are dealing with someone who values the fact that they have chosen me to build their custom bike.
TNI: How do stay passionate about bikes? What keeps you stoked?
Paul: I feel that you are either passionate about bikes or you are not. It’s easy to work with what you like and it’s worth making a serious effort and enduring some frustration and hard times to pursue what you care about. Riding and keeping active in the racing community in either a participatory or supportive role is a big boost to the enthusiasm. So is hearing from a customer who has one of my bikes and is super stoked, especially after a number of years. It keeps me enthusiastic.
TNI: Twenty Niners gave the custom builder a boost, what do you see as being the latest trend? Are 29″ers still a strong seller?
Paul: There is a definite buzz about 29ers and even a builder such as myself who doesn’t have a lot of info on my website dedicated to 29ers specifically will still get an order for one every 4-6 weeks. This would make 29ers account for 10% of my annual production, almost equal to track frames.
TNI: What do you feel is the future of the custom builder especially now, in very challenging times?
Paul: I think that the future will be tough but in reality it will be as tough as we make it for ourselves. Guys who do not listen to their customers, do not return emails or phone calls promptly or are really late on deliveries will most likely have a rough go. Builders who listen to their cycling community and really build what is needed rather than trying to get folks ‘educated’ into buying your own pet project for ego fulfillment, might make it through this recession o.k. It’s like this: The guy who does the best job really deserves the customer, which is why I share anything I know with whoever wants to try to build frames. If someone comes along with a ton of drive and talent and can do my job better than I, they deserve to succeed and they will elevate the craft and if I’m lucky, I’ll benefit from their inspiration.
TNI: Anything else you want to say? Future plans, goals, visions, final words of wisdom to folks considering a frame build?
Paul: Assuming I have a future (You never know in this business…) I want to do more teaching at U.B.I. where I have taught a tig-welding framebuilding class. I would like to groom a successor in 8-10 years to take over my business, assuming that there will be a need for it to continue. Words for those considering a frame: Find the local builder who doesn’t do all the talking, one who will listen to what you want, not try and talk you into something that might turn out to be a waste of money. Let’s see if we can get America building stuff more than importing stuff from far away places. A good bike will make you drive your car less, not need as much time at the doctor’s office and maybe elevate your mood in these trying times…that’s what it does for me. If I weren’t a bike builder I would still ride …….that’s the most important thing-getting out and riding.
Paul.
Rock Lobster website
Rock Lobster Blog
The New Guy – Brendan Collier, Siren Bicycles.
“My typical customer is driven.”
Twentynineinches.com - So, who are you? Please introduce yourself.
Brendan Collier: Chicagoan, bike lover. I more or less grew up working in bike shops, starting the day I was old enough to get a work permit, through my time in the Air Force (I was a helicopter mechanic) and in the trenches through college. I made the jump from shop rat to industry rat when we moved to California in ‘05 and I got the Quality Control job at Intense.
I soaked up as much knowledge as I could from Jeff Steber (Intense founder) and the other employees, especially Mike and Rick the Welder, and Phil Strong. Phil and I used to commute together from Idyllwild and I spent a lot of drive time picking his brain. At some point, I decided it was a good idea to build a frame or two of my own.
The first Siren was on the trail in ‘06, a Fifty-Five singlespeed built with old Tracer tubing Jeff had donated. It might seem odd that I was building while working for a bike company, but you’ve got to understand - I was possessed. At the end of a long day of tackling production issues, all I wanted to do was go home and do more of the same. At first I built bikes for Mary, my friends, and myself but before long I had people offering money for them. I started Siren officially while working at Intense, and there was a period of overlap, more than a year, when I was building in the Idyllwild garage part time and putting in a full work week in Temecula. By the time I left Intense I was the company’s Project Manager and was having a ton of fun…it was a sad decision to leave.
TNI: Who is your typical customer?
Brendan: My typical customer is driven. I build for a lot of young professionals as well as family men and women… a lot of women. They work hard and want to maximize their time off. In many cases, they may have a goal or race in mind (Leadville 100, their first solo 24, etc) or they just want to gain better trail skills.
TNI: Why custom? Why not just an off-the-rack bike? They work well, don’t they?
Brendan: The bike I build for you shines when you clean that rock garden, or shave time off your PR on the racecourse. It has a responsive tube selection, or the right bottom bracket height for your trails, or the standover clearance you need. It works better because it was built for you.
TNI: Why did you choose the particular medium to work with, be it steel, Ti, or aluminum?
Brendan: I’m open to all materials, and have used a little of everything at one time or another. I like to think I put the right material in the right place… That’s what I’m after in the Song design- isolated flex, simplicity. Lately I’ve built a couple experimental bikes with aluminum main tubes and carbon fiber or titanium stays, with the Song plate positioned in such a way as to provide a small amount of passive suspension.
I do build primarily with aluminum though. I know it well. And it makes a lot of sense for my designs, especially the Song and the 4″ travel bike I’m developing. It’s light, stiff, and much more tunable than many builders seem to realize.
Steel? Well, I’m tinkering with steel too. I’ve got something I’m working on in that realm, but I won’t put forth a new bike unless it really brings something new and novel to market.
TNI: I know it is a complicated procedure in many ways, but how do you approach the challenge of assessing the needs of your customers? How does that process work?
Brendan: My clients and I have to get to know one another. I will build a better bike with a clearer picture of the rider’s goals, riding style… and their personality. It makes a difference. I spend a lot of time communicating with my customers on the phone, and in email correspondence… even Facebook. The measurements only tell half the story, the rider’s experience and goals are a huge part of the equation.
TNI: Let’s get this out of the way. The biggest knock against the small builder is the often shabby track record of missed deadlines, poor communication, etc. How do you run your business to avoid those issues?
Brendan: My Blackberry runs the show. Ha! I try to keep my clients informed while they’re waiting for their bike to come up. This is easier said than done, of course, and I have missed deadlines, as many builders have, but that’s not an acceptable status quo. My current thinking is to move toward even more transparency- a real time build queue that shows current progress on a timeline for each frame. We can do it perhaps on the website or shop blog, this is something I’ll be talking with my new web guy about.
I will continue to embrace emerging media- being on Facebook and Twitter has helped my clients be more connected with the process without taking too much of my work time away. That better connectivity and communication can help us all stay on the same page, and it can help me set realistic project goals as well.
TNI: How do you stay passionate about bikes? What keeps you stoked?
Brendan: The irony of working in the bike industry, for me anyway, is that I ride a bit less than I used to. Not long ago I could knock out dirt centuries at the drop of a hat. Now I’m lucky to get a few hours in a couple times a week. Not that I’m complaining - not at all. I love my job and look forward to it every day. But I like to sneak away from time to time. Overnighters are my latest passion. I like to pack light and disappear into the wilderness for a night under the stars.
The lighter the better, so I can enjoy the ride out and back. That’s my reward for a job well done, or a hard earned week.
TNI: Twenty Niners gave the custom builder a boost, what do you see as being the latest trend? Are 29″ers still a strong seller?
Brendan: To date, I’ve built mostly 29″ers, and mixed wheel bikes… it’s been perfect for the custom builder as it ushered in a new, creative design palette to play with, for sure.
TNI: What do you feel is the future of the custom builder especially now, in very challenging times?
Brendan: We’re in a recession- I choose to face it, to call it by its name. I will face the fact that people are watching their money. So am I. I believe there will always be a place for good mountain bikes, and as we collectively buckle down for some hard work we’ll need to hit the trails and blow off some steam. I’ll continue to build custom bikes and love it, but I’ll also be leaning on my production experience to branch out into batch building.
The latest trend, from my perspective, is urban/utility bikes. They make a lot of sense for a lot of reasons right now - high energy costs, environmental consciousness, traffic congestion…well designed commuter bikes help address all this, with the added benefit of physical exercise and sunshine as you go about your daily errands.
TNI: Anything else you want to say? Future plans, goals, visions, final words of wisdom to folks considering a frame build?
Brendan: What’s on the horizon? I’ve been working on a 4″ travel suspension design for a while, in the same vein as the Song insofar as I’m pushing for a very simple, reliable design. I’ll continue to offer as much technology as possible in a custom package.
I’m also very excited about a small collaboration, three or four guys with complimentary minds, for a domestic-built, cost-effective line of production Siren commuter bikes. Yeah, it’s a biggie for me right now, and I’m going to hold firm to certain design constraints and a reasonable retail price for the consumer. That’s all I care to divulge at the moment…exciting times ahead!
Brendan
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I thought the pattern was a little too much at first, but don’t I mind it now.
The Ponderosa Knicker has a 6 panel sewn in short with a chamois that is Cool Max and “Sanitized” with a multi-layer technology for your riding comfort. I found it to be quite pleasant. The inner liner fit well, and the chamois was comfy up to three hours in the saddle. Moisture management in the cool temperatures I was riding in (25- 50 degrees) wasn’t an issue, but I’ll reserve judgemet on that until I get into warmer temps. The outer short is pretty thin feeling, but oddly enough, I felt warm with just a wool long john wearing these even in the coldest range of the temperatures I rode in. The outer short was unobtrusive, easy to adjust, and stayed pretty much right where they are pulled up to. No “plumbers crack” action here! The legs came down to just about middle of the calf, right where they are supposed to. Fit-wise, these seem right on the money.
Functionally, the pockets were good sized and plentiful. Stuff I put in the pockets was secure and rode well while on the bike. It didn’t get in the way of any manuevering I was doing, which was a pleasant thing to find in these knickers. While lots of pockets are cool, if the stuff you put in them doesn’t ride well on the bike, you probably won’t use them. Somebody at Hoss must be paying attention here, because I found this to be one of my favorite features of the Ponderosa Knickers.
So far the only thing I was hoping for was that Hoss would consider doing the knicker idea with a removeable liner. Yes, it would cost more, I realize that. But it would make them much more versatile. For instance, in colder weather I like to wear a tight with a chamois built in and slap some knickers over the top for functionality. (Pockets!) Plus, I don’t look like one of Robin Hood’s Mery Men on my bike. (Not that men in tights is a bad thing, just sayin’!) So with that in mind, I still am impressed with the Hoss Ponderosa Knickers. I’ll come back with some warmer weather testing results soon.
]]>Part three: Meet the guys behind the workbench.
In this next section of our custom frame builders article, we presented several of the premier guys in the biz a series of questions about what they do and why. Some work in steel, some Ti, some aluminum, some more than one. Some are long time builders and some represent the new blood.
How did I choose them for our article? I had a few guidelines in mind when I started:
-I wanted them to have been in business for 5 years. I made a couple of slight adjustments in this, but the point I was getting to was 5 years is a reasonable survival rate for a business and by then, word of mouth should be out there be it good or bad.
-They did not have to be a 29er specialist, but they had to at least speak the language of big wheels if it makes sense for the client.
-I listened to what the public recommended. I spent time on some web forums and when the question was asked, “Which builder to go with?” I noted the answers. Many times I knew the rep of the builder from the very cool, innovative stuff they were doing. For instance the Siren Song and Ted Wojcik’s Monkey Butt project.
-They had to have a website that actually was helpful. Many had a blog. I cannot tolerate a non-presence on the net. Makes no sense to me unless you just want local orders from all your buddies.
-They had to be able to communicate with me. All the builders represented here answered the phone, either an employee/associate, or the builder themselves. The one exception emailed me back in 2 days. Good enough.
I know there are tons of talented frame builders that I did not consider. Sorry if I ignored your favorite torch-meister.
So grab a coffee and a donut from the box on the workbench, shoo the shop dog off of the couch and sit a spell.
The Steel Guys:
The Master – Ted Wojcik of Ted Wojcik Custom Bicycles.
“…I love to make things.”
Twentynineinches.com - So, who are you? Please introduce yourself.
Ted - My name is Ted Wojcik, I have been building bicycle frames since 1981. I was an Aviation Machinist Mate in the Navy from 1966-1970, working on jet turbine engines and helicopter transmission systems. I then spent the next 10 years racing and building competition motorcycles for some of the best shops in New England. I have made frames for Ruthie Matthes, Bobby Julich, and others who raced for Team Ritchey in the early 90’s as well as doing tons of prototype work for a number of major bicycle companies. I have made somewhere around 3000 mtn and road frames.
TNI: Who is your typical customer?
Ted: My typical customer has changed a great deal over the years. When I started building, it was lugged road frames ordered by riders who wanted the prestige of a custom made frame or who had a fitting requirement that wasn’t being met by production frames. When I started making off-road frames, the production stuff just kinda’ sucked. Tom Ritchey worked with Tange to draw some really revolutionary mtn. bike tubing and the difference in the ride of a quality hand made frame became apparent. Off-road bicycling was growing and when riders became committed to the sport, they bought a hand made frame and outfitted it with a custom selected group of components.
TNI: Why custom? Why not just an off-the-rack bike? They work well, don’t they?
Ted: My opinion here is that a “Custom Frame Shop” should make custom frames. Production bikes are very good and are quite affordable. To stay in business, a custom builder has to offer something better with details simply not offered in a production frame. It is amazing to me that a lot of riders don’t realize that a custom shop makes frames to order to customer spec, not just frames on a rack waiting for delivery. As I see it, there has been a change in what defines a great frame. For the most part today, our product info comes from the internet. The popularity of print has declined and therefore the revenue for magazines has declined as well. A lot of the experienced writers have left for greener pastures and the opinions of well the known experts has been replaced by forums and WEB sites fed by a variety of individuals, some with a lot of riding experience and some with a lot of internet experience. The image of what makes a great frame is no longer clear cut. Much misinformation about materials, geometry, and joining methods exists and in many of the forums it is being talked about as gospel. Also, the information is dynamic. That is, it is continually changing and opinions are formed based on when and who is posting. I have concerns about how much any information on the internet is taken as valuable.
TNI: Why did you choose the particular medium to work with, be it steel, Ti, or aluminum?
Ted: I like steel for a number of reasons. One, a frame builder is limited by the materials available to him/her. The stock list for steel is by far the most prolific. And no matter what, a steel frame is the standard by which all others are compared. The “Super Steels”, such as, Columbus Niobium-XCR, Reynolds 853-953, and True-Temper Platinum-S-3 have given the experienced builder an almost unlimited choice of tubes and configurations to create a frame simply not available from any production source.
TNI: I know it is a complicated procedure in many ways, but how do you approach the challenge of assessing the needs of your customers? How does that process work?
Ted: Listen! A skilled builder needs to find out what the rider is looking for and turn that information into a finished bike. I prefer to deal with the more experienced rider. That makes my job easier. Let’s face it, no matter what, it is the legs that make the bike go and in many cases the newer rider has unrealistic expectations of what a new bike can do for him/her. I rely on experience and rider input to come up with a bike to make my client happy. The other feature often overlooked in a handmade frame is the quality of the build. The skill level in the welding, finish, and alignment is the signature of the builder. This might not necessarily increase the performance of the bike, but it does help justify the cost. The difference between a Bic and a Zippo. They are both up to the job, but one comes with a pride of ownership.
TNI: Let’s get this out of the way. The biggest knock against the small builder is the often shabby track record of missed deadlines, poor communication, etc. How do you run your business to avoid those issues?
Ted: The reputations of custom shops could be better, but when ordering from a Master Builder, the client must remember that he is just one person. I had plans and personnel in place at one time to make a lot of frames. I wasn’t happy with the product. Most of my customers want a frame made by me and not an apprentice. The bike industry supply line is seldom as we would like it. Importers bring product in a few times a year and sometimes there is a delay in materials/parts to complete the build on schedule. I also take the time to build the frame to my standards, and not the calendar. The more frame orders I get the longer the wait. I don’t really think that there is a way to deal with this. I do the best I can. Road frame clients are far more willing to wait than off-road clients. A custom frame shop is a business where quality is the priority and not profit.
TNI: How do stay passionate about bikes? What keeps you stoked?
Ted: I stay passionate about bikes because I love to make things. It is one of my creative outlets. I also do work on race cars, aircraft, and motorcycles. That is my makeup. I try to make every frame better than the last.
TNI: Twenty Niners gave the custom builder a boost, what do you see as being the latest trend? Are 29″ers still a strong seller?
Ted: 29ers have stimulated the hardtail orders, but they aren’t for everyone. They will be a major part of the custom shop for a while until geometry preferences solidify. Once that happens, cookie cutter bikes will be everywhere. 27.5″ wheeled bikes provide an alternative for shorter legs to try bigger wheels. It is also possible to design a frame to use either 27.5″ or 26″ wheels. This makes a very versatile bike. I don’t like using bent top tubes or seat tube braces going to the top tube to give increased stand over height. This prevents using the really high end, short butted, air hardening steels that give the lively, light ride that gave birth to the boutique mtn. frame shops to begin with.
TNI: What do you feel is the future of the custom builder especially now, in very challenging times?
Ted: I don’t know what the future holds. It seems as the years have gone by, the small shops have done the innovations, and the major manufacturers have capitalized on these innovations, but today mountain bike design is more market driven than technology driven. The big manufacturers can afford to make changes every year to keep the enthusiasm in new purchases. I guess the best thing to do is make all kinds of bikes and not just one type at a quality level not possible with mass production.
TNI: Anything else you want to say? Future plans, goals, visions, final words of wisdom to folks considering a frame build?
Ted: The use of new wheel sizes adds an interesting change to off-road bikes. 29 inch wheels are simply too large for riders with short legs, so 27.5″ wheels give another option to those who have legs a bit shorter than Andre the Giant. As long as fork, tire, and rim manufacturers feel that it is worth while to continue to produce the needed components, these options will keep adventure and variety in the maturing mountain bike market. Most of the experimentation and work to hone these designs will be done by custom shops. When the demand grows to be big enough to justify the investment by large companies to offer these bikes, the work will be done. The decline in cross country racing has softened the demand for pure performance. I think most riders now make less demands on light weight and the focus on racing. Bikes made for long trail rides and comfort are the norm today. Quick, accurate, point and shoot steering that was once demanded by the experienced racer in now not considered a necessary attribute of the custom frame. Fashion seems as important as function today, but the custom builder can accommodate the wants of any client. There will be a need for custom builders for some time to come. Cycling is a career for only a handful of individuals, so have fun and enjoy it. This is not a bad place to spend money.
Thanks for the opportunity,
Ted Wojcik
The New Guy – Walt Wehner, Waltworks Custom Bicycles.
“I won’t sell something I wouldn’t ride myself.”
Twentynineinches.com - So, who are you? Please introduce yourself.
Walt - Well, since I’m sure nobody really wants my life story, suffice to say that I fell into framebuilding (professionally) after doing some frames for myself and friends/family for fun, and after I lost my “real” job in 2004.
I’ve enjoyed tinkering with bikes (and riding them, of course) since my first mountain biking experience (yes, there was a girl involved, and yes, it ended with me covered with blood) since 1998 or so. I raced 3 or 4 seasons as a pro XC racer, right about when the term “pro” started to not mean much anymore (ie, right about when sponsors stopped actually paying “pros”). I’m not honestly sure if that experience is helpful to me as a builder, but I certainly know what doesn’t work after breaking lots of parts and bikes over the years. I’ve also dabbled in motocross and enduro motorcycle racing, as well as a bit of DH on the bike. The only kind of bike I don’t own is a road bike.
As a builder, I never expected to be selling bikes, and I really never expected to be selling them on anything but a part-time/semi-hobby basis, but I’ve had a waitlist the entire time I’ve been in business, something which was a very pleasant surprise.
Otherwise, long walks on the beach, sunsets, kittens, you know. I love geeky science fiction in any form, rock climbing, and cooking cheapskate-gourmet food.
TNI: Who is your typical customer?
Walt: Late 20’s to 30’s, sometimes a kid or two, often coming from a production bike they liked pretty well but wanted to personalize or tweak to get a little more out of it. I also get the off-the-wall jobs that involve really weird wheel sizes or configurations, touring and travel bikes, and bikes for really big or small folks who can’t find something that will fit.
TNI: Why custom? Why not just an off-the-rack bike? They work well, don’t they?
Walt: The selection of off-the-rack bikes is great these days, and for 90% of the riders out there, it’s all they’ll ever need. A custom bike is clearly a luxury item to almost anyone, unless you’re 6’10” or really weirdly shaped.
I think there are decent reasons, though, for going with a custom bike.
-You get exactly what you want, and a personal stake in the process of building the bike. This can be pretty fun – you’ll learn a lot about what happens with bike geometry, how different variables affect the ride, what tradeoffs exist, etc. I’m not the type to just throw a set of numbers at someone and pressure them to sign off- I like to talk (sometimes for hours) about every aspect of the build with the customer. This generally means that the end user isn’t going to get tripped up finding out that the part they want to bolt on won’t work, or that the steering is too twitchy for their local trails, or whatever. You can think of a custom builder as a super-geeky friend who will steer you to what you really need, without throwing too much marketing hype or attitude in your face.
-You get a very good warranty. Mine is a lifetime warranty, many other custom builders offer the same. Many production frames are only really intended to last a few years before being replaced, and they often only have a year or two of warranty protection.
-A complete custom bike is often as inexpensive, or even less expensive. A production bike with, say, full XTR and nice stuff will run you $4k+. Same for a custom bike, in many cases. Shimano and other manufacturers offer parts kits to small builders at subsidized rates, and we can pass those savings on to you. At the high end, custom really isn’t significantly more expensive (and in some cases, it’s cheaper) than production. Plus you get to custom pick your parts, rather than being stuck with whatever some product manager decided to spec at Interbike last year.
-You support US (at least for your US readers – there are of course custom builders in other countries) craftsmen and women. For some folks this doesn’t matter, but all things being equal, many people like the idea of actually buying something from a guy (or gal) in his shop, then maybe meeting them out for a ride (or a drink). In other words, buying something from a real, accessible person you can talk to anytime you want has value for some people. Without getting too political, we spend way too much money on cheap imported junk in this country, and I think everyone can see now what some of the consequences are.
TNI: Why did you choose the particular medium to work with, be it steel, Ti, or aluminum?
Walt: Ok, here I’m going to geek out a bit. I’m not a fan of how aluminum rides (but I know many folks like it fine) so I’ll leave it out of the question. Aluminum just isn’t my thing.
Steel and ti are both awesome materials. They hold up well, ride well, look cool, etc. Ti has some advantages (a little weight, corrosion resistance) that steel doesn’t. So why do I build exclusively with steel?
Simple. Bang for the buck. I can offer a really nice steel frame that weighs ~4# for a normal sized rider, and won’t rust significantly for 10+ years if it’s even vaguely taken care of for around $1000. An equivalent custom titanium frame will run $2-3k. That frame will be half a pound lighter and won’t rust (though stuff can seize to it in many instances). So essentially you’re paying an extra $1000-2000 for 200 grams of weight and a little less maintenance. To me, that’s not worth it – you can save that kind of weight quite easily with parts (or drinking a little less beer) at a fraction of the cost, and putting framesaver in your steel frame is really not much of a chore.
So if you’ve got $3k to spend, you can have a ti frame with $500 worth of parts, or a steel frame with $2k worth. Which do you think is going to ride better and work reliably? Once you hit $5k+, ti starts to make a lot of sense, but for many folks, that’s too much money for a bike.
So bottom line, ti is great if you want to spend BIG bucks. Steel is great too, and the minor disadvantages are far outweighed by the lower cost. For most of us, I think steel makes more sense for a bicycle frame.
I won’t sell something I wouldn’t ride myself, and I wouldn’t build myself an aluminum or ti frame (because I don’t like the former, and I don’t want to spend the money on the latter), so I don’t offer them to customers either.
TNI: I know it is a complicated procedure in many ways, but how do you approach the challenge of assessing the needs of your customers? How does that process work?
Walt: It’s much more of an art than a science. Some folks know exactly what they want, down to the smallest detail, some know very little except how they want the bike to ride, and some really don’t know at all and are looking for me to provide a sort of roadmap to get them to where they want to be. And of course, some people have unreasonable expectations or ideas that won’t work, which is always hard because I want them to be happy with the end result – and sometimes that means talking them out of what they think is a really good idea.
I usually get two kinds of info. One is measurements (of the persons body and of the various bikes they own) – that’s pretty straightforward stuff. Inseam, reach, stem length, etc, etc.
The more interesting and useful part is the qualitative side, where I ask things about how they like their current bikes, what they want to change, what kind of rides they want to do, and what kind of feeling they want to get from their new bike. I aim to find out something about the person’s personality, if possible, as well as their riding habits, so that we can make informed decisions about what configuration and geometry might work best.
So I guess to answer your question, it’s a marriage of numbers and words, science and soul – Bert and Ernie, really. It’s a little different every time I do it.
TNI: Let’s get this out of the way. The biggest knock against the small builder is the often shabby track record of missed deadlines, poor communication, etc. How do you run your business to avoid those issues?
Walt: I try to be easy to reach via email or cell phone, and I keep my blog and website updated to reflect my progress in building bikes and who’s on the waitlist. I also try to underpromise and overdeliver – I’m generally slightly ahead of schedule with deliveries. I also make sure to ask up front if there’s a specific event or other deadline I need to be aware of. Some folks really aren’t in a big hurry, others have a specific date in mind, and if you get that figured out up front, everyone is happier.
I do struggle with saying “no” to people – especially when it costs me a sale, but I’d rather have fewer sales and happy riders than lots of sales and lots of complaints.
Honestly, I think the problem has been overstated a bit by the echo chamber that is the internet and MTBR in particular. There are a couple of cases in recent years of builders completely and spectacularly flaking out, but there are probably close to 100 full time framebuilders in the US, and the vast majority are happily plugging along and meeting their deadlines. Every industry has companies and individuals that do a poor job or fail to get stuff done in a timely fashion, and those folks don’t tend to last long – the marketplace sorts these things out pretty quickly. Of course, that’s not much consolation if you’ve got a bike that broke and the company doesn’t exist anymore, but that happens on a regular basis with production frame companies too. I don’t see it as an endemic problem in the custom frame business.
TNI: How do you stay passionate about bikes? What keeps you stoked?
Walt: Riding them, a LOT. I get burned out on talking about bikes (especially since my circle of friends is very bike-oriented) but I never get tired of riding them. If I’m ever not psyched in the shop, I’ll go out and ride hard for an hour or two and invariably be back at it, mentally refreshed, when I’m done.
TNI: Twenty Niners gave the custom builder a boost, what do you see as being the latest trend? Are 29″ers still a strong seller?
Walt: 29ers definitely launched quite a few builders (including me) because the mass-market offerings were few and far between in the early part of the decade. Lots of folks who really didn’t need or want a custom bike ended up with one because they literally didn’t have any other option for a decent 29er frame.
That era is over. There are dozens (at least) of mass-produced 29er frames out there now (the last figure I heard is that they’re 15-20% of the high end mountain bike market), including most of the popular niche types. So the party is over for small builders and 29ers - at least to the extent that anyone who hangs out a shingle can sell 29ers like crazy.
29″ wheel bikes are probably 75% of my sales currently, and I’ve built over 200. So they’re still very much my bread and butter, but I also do more and more touring bikes, cross bikes, and full suspension bikes these days.
As for the latest trend, I’m hopeful that it will be purchasing a bike for the long haul, with a long-term warranty, and not buying into a new batch of hype every season, but I’m not all that confident - after all, the companies doing best right now are Wal-Mart and McDonald’s. I hope that people will start looking for a bike that will last them 5 or 10 years, and then actually keep it for that long. We’ll see. There are lots of new things all the time (650b, Hammerschmidt, etc) but I don’t see anything game-changing on the immediate horizon, just lots of minor success stories for good products.
Here’s a crazy prediction: battery/ultracapacitor technology will get good enough, and cheap enough, in the next 5 years that the next big thing will be a marriage of dirtbike and mountain bike technology with an electric drive - 80 pound bikes that can handle any terrain, go for hours, and survive serious abuse, all without noise, smoke, or hassle. Mountain biking has been moving in the motorcycle direction for a long time - more and more travel, slacker angles, and more and more bikes that *can* be ridden uphill but really only shine on the DH. Adding an electric drive and doing away with the human power (I know, purists are howling) is the next logical step. Lots of people want to pedal up, but there’s a huge group that would love something like that, but don’t want a full-on dirtbike and all the hassle it entails. .
I can tell you that I’ll be building something along those lines as soon as I see a battery technology that makes it worthwhile.
Of course, there’s a good chance that I’ve forgotten to take my meds and am completely nuts here, too.
TNI: What do you feel is the future of the custom builder especially now, in very challenging times?
Walt: Half of them will be out of business. A lot of folks who should not have been in the business started building bikes in the last few years, and a lot of even the established builders are not great at running a business (even if they’re great at working with metal). Many people also took out loans or mortgaged the house a second time to get started and those folks are all going to go under.
Of course, custom builders aren’t the only ones in this situation – a big chunk of the bike industry in general will probably go belly up. The last decade has been good for a lot of people, but there are a lot of operations out there that aren’t being run well – hard times will unmask them over the next couple of years.
From my perspective, things aren’t too bad. I have low (no) overhead since I work out of a small shop on my property (ie, no rent) and even with only intermittent work, I’ll be fine. I also do a lot of repair work and general welding on both bikes and non-bike items, and I anticipate that repairing and restoring an older bike will be a popular option for the next few years. And in many ways, that’s a good thing. Maybe one of the lessons we all need to learn is that value is remembered long after price is forgotten – buy something really good the first time, then keep it forever. That’s my goal in selling frames – to provide a long-term value, not just this year’s trendy/disposable thing.
TNI:Anything else you want to say? Future plans, goals, visions, final words of wisdom to folks considering a frame build?
Walt: Look beyond the bottom line and, if you’re in the market for a bike, ask potential builders lots of questions. If the answers don’t make sense, ask again. You should approach this like you’d approach finding a new doctor or hiring a personal trainer – you want someone you really get along with, who you trust to keep your best interests in mind. That’s not always the cheapest option in the short term, but it’s a good strategy in the long run.
Walt
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The jersey has a loose, comfortable fit. No “luv handle” showing tightness here, which is a good thing for me! I was impressed with the comfortable feel to the jersey and it hangs off me just right. No weirdness in the fit department. Nice and roomy, with lots of freedom to get your groove on. Now how does it look? I’m pretty picky in this area, and I will throw a piece of clothing out just because I don’t like the way it looks on me. So with that in mind, lets take this with a grain of salt, okay? I liked the collar and the two snap button opening. Okay, that was a bit close, because collars have to be “just so” or I’m thinking leisure suit and it is going in the rag bin. (Hey, I said I was picky!) The color I was sent was listed on the Hoss Technical site as “grey”. Now I like that. No “made up” color, just “grey”. I wasn’t too stoked on the grey color though until my wife swayed me with some very nice compliments. So I tried it out at work, (yes, you could wear this as an everyday shirt, it looks that good) and the ladies I worked with were very complimentary. Now normally I don’t get comments like this, and I’m not saying you will, but that was a major plus for me.
So, enough with the vanity already, how did it work? As in cycling? Great question! I rode to work in it several times and wore it on some extended rides of up to three hours. Honestly, it wears really well. The freedom to move is translated into a garment that doesn’t hinder you and ( a cliche’, I know, but here goes….), disappears. The temps were rather cold on these rides, so I was layering. The Polo Pony works well with wool and base layers, I am happy to report. The long sleeves weren’t too long, but did a great job of not creeping up while riding. Just right for me, and I’ve got longish arms.
So far, I have only one nit with this jersey. Honestly, I am going to lump in the Polo Pony with a lot of current jerseys with this comment by saying the fabric “runs” and snags a bit. I’ve included a pic of this phenomenon to illustrate my point more clearly. (Pic is of sleeve on the opposite side of the elbow.) This is something I find absolutely maddening. I had a riding tee and two jerseys from different companies do exactly the same thing last summer. Hopefully this can be remedied, because as it is, I am hesitant to wear this out in non-cycling venues, which I could have done, and would, if it had not done this. One more thing: I can’t figure out just what does this, it isn’t like I pulled it on a staple or barbed wire or anything. Weird!
Other than that, it has been smooth rding with the Polo Pony. You can pick up a Polo Pony Long Sleeve jersey from the any local Hoss dealer for about $34.95. I’ll report back with some feedback in warmer weather conditions soon.
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