Velocite Bikes blog

Velocite Gram SL wheelset – a new contender for a pro peloton

2011-05-11T21:13:00.001+08:00

Today marks the first step of the final stage of this new wheelset’s development. What is this step? Well, the first test prototype was delivered to us, and we sent it to our local 80kg+ UCI pro rider with a challenge to destroy them.

Background. Their development started almost 12 months ago when we asked GLM (Giant Light Metals) to make us 25mm carbon/alloy clincher rims since this would automatically grant us a UCI standard wheelset given our spoke lacing preferences (steel only, 20/24 minimum).

The brief seemed simple since the technology for making carbon reinforced alloy rims is not new and GLM after all has some major clients and technology at their disposal. Alas, the original samples that we received were anything but usable. The rims weighed 530g and 540g each! GLM and I both found this actually comical so they went back to the drawing board. The follow-up promise was 470g while meeting all the strength and stiffness requirements. This was getting closer to what we were expecting, and to GLM’s credit they did not rest there, they kept pushing themselves and their technology to make something extraordinary, something that would make us happy.

The final version samples were delivered two weeks ago, weighing 405g and 410g each. This weight is excellent and was achieved by careful re-engineering of the G609 alloy base, as well as by welding the rims, same as what we specified with the Tenax rims.

Gram SL intended end use is pro racing. Yes it is a clincher, but you will find many clinchers in pro races around the world and the 25mm profile is remarkably versatile and robust.

With the pro racing in mind we wanted to deliver a wheelset that can withstand the power outputs of top racers and satisfy the acceleration and handling requirements, without excuses. They also need to be serviceable in the field without requiring special tools, or unreasonable amounts of time.

The front wheel is laced with 20 spokes in the “elbows out” configuration to maximize the bracing angle, while the rear wheel uses 27 spokes (!) in a 2:1 pattern with 18 crossed spokes on the drive side and 9 radial spokes on non-drive side. To my knowledge this makes the Velocite Gram SL the only modern wheelset with a 27 spoke rear wheel. 18 crossed spokes on the drive side should mean absolutely amazing power transfer and “pick up”.

By using the 2:1 lacing we also achieved very good spoke tension ratios between drive-side and non-drive side. Non-drive side spokes are at 80% tension of the drive side, which is a lot better than the usual 50% tension with some 1:1 laced wheels. 2:1 lacing should extend the fatigue life on non-drive side spokes due to less variation in tension.

Spokes are Pillar PSR X-TRA 1422 aero blade spokes that distinguish themselves by being some of the least ductile spokes on the market, and by having very high ultimate tensile strength for their weight. Low ductility means that the wheels will remain true under extreme stress, and that they should be very stable over rough terrain.

To assist the spokes with their job of keeping the wheel true, we are using Alpina ABS locking alloy nipples. These alloy nipples use a special, patented nylon insert made by DuPont that locks the spoke in place, without seizing it. This means that building the wheel is straight forward and rebuilding it is not any different to rebuilding any other spoke and nipple wheelset.

Locking the spokes in place and using low ductility spokes means that the wheels should remain true until nipples, spokes, or hubs reach their fatigue failure point, a long time in the future. In theory.

This is why we are conducting this first live test with a pro rider, and why if they survive for at least a couple of weeks, we will order more samples and open the live testing to more volunteers. We need to make sure that our theory stands up in practice. Velocite Gram SL are intended to change the game, so the expectations of their performance are very high indeed.

The last thing is also one of the most important things. The weight. Gram SL prototypes built as above with our (Chosen) Velocite OS15 hubs with oversize axles and bearings is just 1382g actual. There is no rider weight limit, but our assumption is 110 kg max before premature failure is expected.

I will keep you updated on the live testing progress, which will hopefully start by proving our theories and design direction right…

New products are coming

2011-05-10T14:45:00.001+08:00

A few long awaited products are finally getting close. As you know I am actually quite proud of our long development cycle and our relentless pursuit of excellence…and of our suppliers.

This delivers truly excellent products and a very solid product lineup with no “range filler” products just to satisfy a price point. The problem is though that this approach creates delays, serious delays.

Nevertheless, here are a few of the items that you will see and that will not be lost in a sea of undistinguishable products.

Velocite Tenax rims

Tenax 30mm welded alloy rims are made for us by GLM (Giant Light Metals), a thriving, if still somewhat obscure high end rim manufacturer, and a part of the Giant group of companies (yes the bicycle brand Giant). The fascinating thing about GLM is that they do not just make the rims, they make the actual aluminium alloy too. GLM is the only rim manufacturer that has an aluminium alloying and refining smelter on site, next to their aluminium extrusion factory. This gives GLM a unique ability to develop the optimal alloys for bicycle rims as well as make the rims themselves.

The alloy used with our rims is called G609 and is a proprietary GLM version of a 6 series alulminium alloy.

We have been testing these rims for over 7 months now and they performed brilliantly under light and heavy riders and in all weather braking. The initial samples were 480g, then they went down to 470g, and now the final Velocite Tenax rims are just 437g average weight! I think that this makes them the lightest 30mm profile alloy rims in the world right now.

Tenax 30mm alloy rim specifications:

Material: G609 aluminium alloy
Construction: welded, anodized, CNC braking surface with wear indicator
Profile: 30mm
Width: 19mm
Drilling: 20h, 24h
Weight: 437g

Price: TBC

The first wheelsets to be made using the Tenax rims will be our…Tenax high performance training wheels that I will introduce next week. The basic premise for the Tenax wheels is that training should not be torture.

New universal bottle cage, Velocite Alet

Steel wire reinforced, universal water bottle cage, on or off-road, 15.5g.

This is the new (for us) water bottle cage that we will release shortly. It is currently in testing and it is doing very well. Notable features:

It can accommodate various diameter water bottles
rubber gripper is removable so the amount of force/friction needed to remove, or insert the bottle can be tuned
cage substructure is stainless steel wire allowing the use of high tensile strength carbon fiber for excellent elasticity, and yet very firm grip
actual 15.5g weight with rubber stopper, 13g without

Price: $49.00

Velocite and Saxonar announce collaboration

2011-04-20T20:29:00.001+08:00

April 20th 2011, Kaohsiung Taiwan and Waldhufen Germany

Velocite Tech Co, manufacturers of high performance bicycles, and Saxonar GmbH, manufacturers of Power2Max power meters, today announced their collaboration: Saxonar will provide Velocite sponsored teams and team riders with power meters for their use in training and racing.

"We are very excited to work with Saxonar and to offer our teams and riders the possibility to use the innovative new power meter. Like Velocite Saxonar is a young and ambitious company that is pushing the boundaries in its area and that offers customers an exceptional product at a competitive price point. We look forward to seeing our riders make great use of the power meters to train and race smart", said Victor Major, CEO of Velocite.

"Velocite embodies the kind of approach to bike manufacturing that fits ideally with our philosophy: cutting edge technology, original designs, and great customer value. We are excited to working with Velocite and its teams across four continents and to put our powermeters to test in the toughest conditions" said Marco Rockstroh, product manager at Saxonar.

Saxonar's new power meter, the Power2Max, is an ANT+ based power meter of the latest generation, combining top end precision with ease of use. Outstanding features include the wide variety of bottom bracket and chain ring configurations available to fit all needs, convenient auto-zero function, and a user-changeable battery.

The first Velocite team riders have received their Power2Max power meters in Switzerland and are using them in preparing their race seasons. Going forward increasing numbers of Velocite team riders and teams will be training and racing on Power2Max power meters, and Velocite will offer Power2Max power meters as an optional upgrade to its bikes.

Saxonar: http://www.power2max.com/index.php
Velocite: http://www.velocite-bikes.com

Velocite Carbon Frames Stiffness Data

2011-04-13T14:04:00.001+08:00

In preparation for our new website launch we have been collecting quantitative data that we will share with customers.

Since the launch of Velocite, it has been our position to provide very stiff frames. Unfortunately, every bike company claims that they make stiff frames, thus our own claims about stiffness are not easily evaluated. Especially since we are not large enough yet to have our frames assessed by a third party, for example Tour Magazine.

We will of course approach them later this year and will hopefully gain the invaluable third party data and validation of our own efforts.

We collect stiffness data for our frames, stiffness being the most important parameter we consider, followed by weight and then finally cost. This is not what usually happens. Cost is normally, and prudently for large companies, the first and foremost consideration when developing a new frame model.

Sharing stiffness data and comparing it to another data set obtained in a different test setting, by different test administrators is actually bad science and something that should be avoided.

However I feel reasonably confident that our own test data is closely correlated to the data obtained by the EFBe method that is also used by the Tour Magazine (Head tube test, Bottom bracket test). Our test methodology is very similar due to our factory also producing frames for several German bike brands.

In essence, the frames are clamped by the dropouts and at the head tube while force is applied to the head tube for the head tube stiffness test, or to the bottom bracket for the bottom bracket stiffness test. Both tests actually measure the frame’s ability to resist torsion since torsion is the main force acting on the bike frame – you can read more about this when our new website’s technology pages are online.

So without further ado, here are the Velocite stiffness numbers. Keep in mind that these are average numbers, and our performance targets. Individual frame stiffness may vary by up to +/- 5%.

Frame	BB N/mm	Head Tube N/deg.
Geos	120	80
Magnus	150	131
Helios Aero	150	96
Flux (MTB)	145	105

For comparison, here is a link to a blog that lists the data from one of the recent Tour tests: http://cozybeehive.blogspot.com/2010/01/bicycle-frame-stiffness-numbers.html

UPDATE: Here is the stiffness data normalized for weight and in absolute terms, as supplied in the updated release from Specialized here: http://www.bikeradar.com/road/news/article/specialized-mclaren-venge-aero-road-bike-launched-29642

	HT N/deg/kg	Claimed weight (kg)	HT N/deg.
Specialized Venge	80	0.95	76
Specialized Venge McLaren	89.7	0.95	85
Felt AR1	56.4	1.1	62
Specialized Tarmac SL3*	124.3	0.88	109

*Tour Magazin test showed that a 0.9kg sample had HT stiffness of 116 N/deg., and BB stiffness of 65N/mm.

Please also keep in mind that our, EFBe and Tour data is not expressed in terms of stiffness to weight ratio, with units normally expressed as N/mm/kg, but in absolute stiffness numbers. Quoting stiffness to weight ratio is in my view misleading since the rider does not experience the ratio, they experience the absolute number. Stiffness to weight ratio is only useful when evaluating the raw material properties, for example when choosing the type of carbon fiber prepreg to use (although the more useful measure is FaW – fiber area weight)

Thus, assuming adequate correlation between our data and Tour’s data we can see that Magnus and Helios Aero have no peers, while Geos can stand proudly among the top of the range frames from our competitors.

This has been corroborated by our live testing and rider experience, so it is nice to be able to share this data with a good degree of confidence. Of course, as soon as we get third party test data we will make that available too.

Velocite – New Website Experience Nearly Here

2011-04-13T09:00:00.001+08:00

2011 is a very important year for Velocite, we introduced our defining range of frames and bikes, attended our first ever trade show, grew as a company and as a brand, and received two business awards (one to be announced).

In the back end we hired more staff, opened a retail outlet and are transitioning to a new, powerful ERP (enterprise resource planning) platform to help us grow faster and manage the complexities of running a complex manufacturing, distribution, design and marketing business, which is what we are.

And as you know from my writing style, the last thing I mention is always the highlight

And here it is, the new Velocite corporate website, direct distribution hub and localized online shop is nearly ready.

I will write more about it when we launch it, so now I will only share some screen shots and a few words about some of the nearly finished pages. We are hoping to have a fully operational new website by the end of the month.

Velocite product page, Geos.

Product detail page (Velocite Magnus) showing a brief description, feature list, and more information in tabs (geometry, technologies, etc.).

Next to it is one of our technology pages. In this case the nearly finished “Carbon Fiber” page as it relates to us and the bicycle industry as a whole. The technology section is very important to us and will, in my view finally communicate the factually correct information about carbon fiber, bicycle physics and frame design. It will also be (as far as I know) the only fully referenced and as far as possible, peer reviewed technology content written by a bicycle brand. It will also explain why our products look and ride like they do, and why Velocite frames are intrinsically very special (in a good way) and just about unique.

Our new team pages will get a facelift and will be easier to update and maintain. With our increasing profile, very large and increasing number of sponsored athletes and their development as sportsmen and women, we will need to make it easier to show their achievements and product feedback.

Velocite Geos – Light, Nimble and Versatile Full Carbon Road Frame

2011-04-01T08:17:00.001+08:00

2011 Taipei Cycle Show – March 16^th, 2011

Velocite Geos is the newest carbon road frame from Velocite that meets the needs of riders seeking a very light bike that performs at the highest level.

The Geos development started over 2 years ago, code named ULRF – Ultra Light Road Frame. The prototype live testing program commenced 8 months ago across 4 continents covering many rider types and terrains. During the development process, 3 different geometries and 3 carbon fiber layups were tested until Velocite arrived at the current design.

Velocite Geos

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Weighing just 996g for a size L frame, the Velocite Geos enters the market positioned squarely among other top of the range lightweight frames. What differentiates it from the competition is the use of a full carbon BB30 shell and an asymmetric 1.5” head tube that takes advantage of carbon fiber bearing races. These features serve to reduce the frame's weight and increase its stiffness at the mechanical contact points.

Velocite Geos is also differentiated by its use of a sloping design and a compact rear triangle.

“Velocite's promise is to deliver the maximum stiffness products at the minimum weight, thus our stiffness targets are very high. The only way that we could make a lightweight frame that meets our high stiffness targets was to adopt a design that serves to minimize the tube lengths”, said Victor Major, CEO of Velocite.

“Unlike the other lightweight frames in the market that make use of very thin and long seat stays and increased frame bulk at the bottom bracket, we decided to aim for a frame that delivers higher stiffness. It is often assumed that increasing the frame's dimensions and bulk at the bottom bracket is sufficient to deliver a stiff frame. This is not entirely correct. While applying force through the crank set, the frame does not bend at the bottom bracket, it bends around the bottom bracket, thus just making the bottom bracket area wider, or larger will mainly just give the appearance of stiffness.” also said Major.

Velocite Geos utilizes wider than usual seat stays and over sized chain stays to deliver a stiff rear triangle. It also features a multi shaped down tube with some sections 60mm in profile. These elements serve to stabilize and stiffen the frame during high exertion efforts and high speed descents. This was validated during the live testing program, where test riders reported that the Velocite Geos is a very good frame for climbing.

Front end stability is assured through the use of an asymmetric 1.5” head tube and the Velocite Bora S full carbon monocoque fork. Additionally, in response to the live testing feedback, Velocite adjusted the carbon fiber layup at the head tube junction increasing the frame's weight by 50g, but delivering class leading font triangle stiffness.

The Geos also delivers a comfortable ride, especially over larger irregularities. This is in part due to the standard full carbon seat post that is included with the frame, the Velocite TLCS31 (167g). Due to the frame's sloping geometry, most of the seat post is exposed, increasing its vibration dampening abilities.

Velocite Geos will start shipping by April 2011 and is priced at US$1799 for the frame set that includes the Bora S fork, headset, TLCS31 seat post and a seat post clamp. A 6.05 kg complete bike built with SRAM Force, 3T and Velocite components, and Velocite 38/38T tubular wheels with Vittoria Corsa CX tires is US$ 4999.

AUS Cycle Coaching – Velocite Junior Development Squad Launch

2011-02-09T15:48:00.001+08:00

AUS Cycle Coaching and Velocite Bikes are excited to launch the 2011 AUS Cycle Coaching – Velocite Bikes Junior Development Squad. The two companies have joined forces to help promote junior development in Qld.

“Riders ranging from Under 17 to Under 19 are eligible for selection for both boys and girls” said AUS Cycle Coaching spokesperson Dave Carman. “We are delighted to have an overseas company jump on board to help these young cyclists”.

“Our aim is to help the junior that receives little or no assistance with coaching and costs of bikes and accessories, already we have seen some of the squad on new bikes and more on the way, we even have riders now on training programs that have never had this opportunity, we have already had many track sessions at Chandler in Brisbane and our first training camp down in NSW in conjunction with the Team Erdinger Alkoholfrei, this was a great experience for these kids, which saw some great talent emerging from the squad”

“We currently have seven juniors on the squad, the new website has been launched and already we have some new sponsors’ interested, training camps for the road and track are currently being organised for later on in the year with something special for the track unfolding which will incorporate junior selection trials for the 2012 squad”.

“We have riders from Toowoomba CC, HPRW CC, Logan CC, Bike line CC, NRG CC and Murwillumbah CC already on board and are looking for some more 1^st year U/17 riders. We believe we are filling a much needed position for the riders particularly the U/19 riders who come out of the shorter events and find themselves needing assistance to do the harder training and races, in particular finding themselves a team. We currently work in with the riders existing coaches or are only too happy to provide ours for free’.

“We are not looking for the next Lance Armstrong but simply providing some help, who knows, maybe we will stumble across another Lance in our venture, that would be exciting!!”.

“Velocite Bikes have been wonderful with their quality products and we hope to continue in a long relationship with this company”.

About Velocite Bikes
Founded in 2008, Velocite is firmly dedicated to making high performance bicycles, bicycle frames, wheels and components. Velocite is a company focused on achieving engineering excellence where the first and foremost priority is to apply the relevant engineering and scientific principles when developing new products in order to deliver the best riding experience. Additionally, the company is also committed to grass-roots cyclist development and has since 2009 run a sponsorship program for amateur cyclists worldwide."

AUS Cycle coaching website

Velocite at the Taipei Cycle Show

2011-02-08T12:57:00.001+08:00

Velocite will be attending the 2011 Taipei Cycle Show. This will be our first appearance at the show.

We will display all our new models: Velocite Helios Aero, Velocite Magnus, Velocite Geos, Velocite Dark Flux and of course the Velocite Selene.

Velocite Noir wheels and some of our components will also be at our stand.

To assist in communicating what makes Velocite products special we will also be present in the outdoor testing area.

Our booth number is S40.

We look forward to seeing you there!

Velocite Helios Aero – a new class leading aero road bike

2011-02-02T23:30:00.001+08:00

After several years of development, Velocite is ready to introduce a ground breaking new aero road frame, the Velocite Helios Aero. The frame is a result of collaboration with world championship winning aero bike designer, Lewis Mathiske. The Velocite Helios Aero utilises Lewis' exceptional aerodynamics knowledge obtained over the years working with top riders, and specialist low speed wind tunnels in Australia.

Velocite Helios Aero

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Helios Aero is unique in that it is currently the only aero road frame that satisfies two main objectives for a high performance aero road frame:

true aero profiles within the maximum allowable limits as set by the UCI
unsurpassed lateral stiffness matching, or exceeding the stiffness of non-aero high performance road frames, at no significant weight premium

Until now, gaining true aerodynamic benefits and at the same time achieving superior frame stiffness was difficult, with designers having to make a choice between the two.

Velocite accomplished this challenging task by utilising the best available carbon fibre composite materials and manufacturing methods in the manufacture of the Helios Aero. The advanced carbon fibre layup features extensive use of ultra high modulus carbon fibre while the high compression moulding technology ensures that both the interior and exterior of the frame are completely smooth, free of wrinkles and manufacturing debris.

Special design features such as the full carbon BB30 shell and an asymmetric head tube with carbon fibre races and a 1.5” bottom bearing ensure that the Velocite Helios Aero can climb and descend as well as the highest performance non-aero road frames.

The high compression moulding technology and the resulting smoothness of the interior of the frame enabled Velocite to implement internal cable routing entirely without internal guide tubes, allowing perfect shifting performance. This also makes the Helios Aero frame compatible with the Shimano Di2 and other emerging shift-by-wire systems.

Velocite Helios Aero uses a full carbon monocoque aero fork with a narrow profile, wide stance and carbon dropouts. The tapered 1.5” carbon steerer ensures the best stability and confidence when descending, or sprinting.

To ensure perfect fit and offer maximum versatility of use, the aero seatpost features 48mm of fore-aft adjustability allowing extreme set-forward saddle position for use as a time trial, triathlon or iron man competition bike. Saddle position of almost above the bottom bracket as well as up to 40mm of setback can be achieved using the same seatpost.

The Velocite Helios Aero bike is best suited for riders seeking the ultimate multi-stage race bike, a versatile triathlon and Ironman bike, or a technical course time trial bike.

Size medium frame weighs 1250g and will start shipping in April 2011. Other sizes will become available from June. Price for the frame set is $2999, while a complete Shimano Dura-Ace bike with high profile carbon clincher wheels is $6999.

About Velocite Bikes

Launched in 2009, Velocite is a national entrepreneurship award winning manufacturer dedicated to making high performance bicycles, bicycle frames, wheels and components. Velocite is a company focused on achieving engineering excellence where the first and foremost priority is to apply the relevant engineering and scientific principles when developing new products in order to deliver the best riding experience. Additionally, the company is also committed to grass-roots cyclist development and has since 2009 run a sponsorship program for amateur cyclists worldwide.

Velocite appoints Intense Cycling as Distributors for South Africa

2011-01-21T14:37:00.000+08:00

I am very pleased to announce that we now have a distributor in South Africa. Intense cycling will start offering the full range of our products and local service and support over the coming months.

You can visit Intense Cycling by clicking here

First 2011 stock arrives

2011-01-12T14:44:00.001+08:00

..not it is not the frames

Velocite Elemental front derailleur clamps arrived today. They are a small item, and not so rare any more, but ours is made to the highest standard:

Material: 100% UD carbon fiber, matte finish
Size: 34.9mm ID
Weight: 6.5g

The Velocite Elemental is the only UD carbon clamp with matte finish. We of course specified it like this so it suits our own frames perfectly, but it will nevertheless make a very valuable contribution to any carbon frame, and even alloy frame where you do not want to risk damaging the paint work.

The wide band and low clamping torque will protect the frame from crush damage.

I also know that our full carbon clamp is very strong and reliable since it has been in live testing for over 8 months across all continents without a single report of damage.

You can buy this clamp now from the Velocite Online Shop. Our distributors will have it in stock in the near future.

Velocite – 2010 in review and the future

2010-12-20T20:58:00.000+08:00

In my past life as a marketer working for multinational companies I worked on several new product launches, some with no real marketing budgets where all we had to work with were seemingly impossible sales targets. I thought I had a good idea of how launches work.

Boy was I in for a surprise!

Launching your own company from zero with nearly no budget is vastly more emotionally and soul draining than just launching someone else's product with someone else's money as part of a large team of similarly divested people.

2010 was by most accounts very successful, but 2011 will be a huge year for Velocite. In 2011 Velocite will be a lot more visible and available. We are expanding our distribution networks and increasing the promotional budget. We will also for the first time start considering full sponsorship for professional athletes and high performance teams.

In product news for 2011, we are launching three new frames and working on three more. We are also committing a large amount of resources into developing and improving upon high performing alloy and carbon wheels. We will again stick to proven technology since the aim is to deliver products with no caveats or limitations. Everyone should note however that not all wheels will be suitable for all end uses by all riders. We will thus also aim to inform the customers what wheelset will work best given their desired application. We see our wheels development project as integral to the “Velocite Experience”. To get the most out of your Velocite frame of bike, you should use the components that allow you to appreciate how great the frames are. I will explain this a bit more below…

The future: Velocite Experience concept – Ride Velocite Feel Invincible

This is the driving force behind our product range and performance targets and the Ride Velocite Feel Invincible tag.

To experience the best possible performance from our frames or bikes, it is important that suitably high performance components are used.

In our opinion besides the frame and fork, the two other extremely significant components are wheels and stems. This is because together they have the most impact on how you perceive the bike handling, and comfort. The overall goal for the frames and forks is to have zero lateral, or torsional flex, wheels to have zero lateral flex and for stems to have no flex of any kind in any direction. These are not achievable parameters, but they are our performance targets.

While it is becoming more accepted that frame flex is not a good idea, and that lateral frame flex is a particularly bad thing; it is now rare to see claims that frame flex does not matter, the same cannot be said for wheels, or stems.

Many wheels are still made with rider weight limits and extreme lack of lateral stiffness in pursuit of low weight, (supposed) aerodynamics, or appearance. We will not do this. Our wheelset range will continue to evolve with the primary goals being to achieve maximum lateral stiffness, minimal weight and acceptable to exceptional aerodynamics.

Velocite’s view on stiffness

Several times I have been asked why do we focus just on stiffness, and if that is a valid point of differentiation since “everyone else claims that their products are stiff”.

Thus I feel I need to clarify what we mean by stiffness and how it is relevant to Velocite and to you, our customers.

1. Velocite does not just focus on stiffness. It is but one parameter that we take into consideration. We do however set very high stiffness targets and (within reason) spare no expense in reaching them. We go as far as to redesign a perfectly good product, the Velocite Geos, since there were two testers that mentioned that it did not feel as stiff as they would have liked. Four other testers thought Geos prototype was awesome in all respects. The end result is that the production version of the Geos will dominate its market segment in terms of performance.

2. “Everyone’s products are stiff” claim. This is a case of “everyone talking about it, but [just about] nobody doing it.” Additionally, there is no “BB stiffness” or “Head Tube stiffness” (except in severe cases). The actual measure is torsional “stiffness at the BB” and torsional “stiffness at head tube”. There is no magic in obtaining lateral (torsional) stiffness. Two main parameters in modern bike frames determine lateral stiffness – and one of them can be visually assessed.

Width of the tubes – narrow profiles are more aerodynamic and look more “dynamic”, but offer very little mechanical advantage. Thus, it does not matter how overbuilt the BB is vertically, if it is narrow horizontally and if the down tube and chain stays are narrow the stiffness at the BB and the head tube will be low. Tiny profile seat stays also do not help since keep in mind that the “Stiffness at BB” takes into the account how much the entire frame bends at the bottom bracket. Thus if the rear triangle is soft, the stiffness at BB will be relatively low regardless of how creative the design department was with the actual BB area appearance.
Carbon fiber layup and modulus – the more layers you use of any carbon fiber grade, the higher the stiffness. However more layers means more weight and more cost. Thus the onus is on reducing the number of carbon fiber layers to save weight and money. We do not do this. In some cases higher modulus carbon fiber is used to achieve higher stiffness with fewer layers, but even then there are limits. Using too few layers of high modulus carbon fiber in order so save weight and money can lead to sudden frame failures.

The benefit of actually delivering, not just promising, stiff products is that your confidence as a rider increases. Stiff frames (and bikes) are also safer to ride at the limit – they will not step out of line during fast cornering, they will not fishtail in sudden direction changes, they will not suffer from the potentially fatal “high speed wobble”. This means that you can ride faster and safer at the same time. The fact that riding a stiff frame feels great is just a way that your mind tells you that you are in control, “safe” and to hammer it…

Note about the Helios Aero. We also had no magic solutions to the inherent lack of lateral stiffness of the true aero profiles. Thus we resorted to multiple layers of high and ultra high modulus carbon fiber in key areas. I cannot share the layup map, but it looks extreme. There was simply no other way to achieve for us adequate stiffness, especially at the head tube. Even with the large 1.5” bottom bearing and correspondingly larger area of the head tube/down tube junction it was difficult to reach our stiffness target. Doing it our way is a much more expensive solution than simply widening the profiles and risking redefining the laws of aerodynamics to suit.

Regarding stems, the situation is very different. The belief that there are “harsh” and “comfortable” stems and that stem “comfort” is a desirable feature is very widespread. Our position is that a stem should not be comfortable (or harsh for that matter). Stem should be an inert, perfectly rigid and immutable control element whose only purpose is to safely and transparently secure your fork in the frame, and connect it to the handlebars. We have been working on just such a stem for more than a year now, with some progress. I am hoping to have it available in 2011 and thus complete the first Velocite Experience system: frameset, wheelset and stem.

Using the Velocite Experience components will allow you to get the most performance from the components when it comes to lateral stiffness, reliability, comfort and safety. The end benefit of using Velocite Experience components is increased speed, superior confidence, and increased enjoyment of riding.

I should add that there are of course other brand components that can meet most of the performance objectives and that we will not purposefully change the standards to force anyone to use just Velocite wheels or stems, or whatever other future product (handlebars for example) that we release in the Velocite Experience range.

New frames.

As readers of this blog you are already aware that the Helios Aero, Geos and new Magnus are almost ready. I should also add that a revised and lightened Flux is on its way, and that we have made progress on the time trial bike as well as the 29er projects. They should all make their first appearance in 2011.

New wheels.

We are working with Giant (yes the Giant bike company), more specifically GLM to develop new 30mm alloy rims. These rims have been in live testing for several months now and even in prototype form they have been shown to be very strong and stable, with amazing braking performance. The weight will be very low – we are aiming to make them lighter than the excellent Kinlin XR-300 rims. The rims will be welded, not sleeve joined and will have a few other technical details that have not been seen before. These rims will be used with our new all-round training and racing wheels and lightweight racing wheels.

The training wheels will use a very sturdy and surprisingly good hub we sourced from Chosen – we have yet to give it a user friendly name. It is a remarkable hub set that I am sure will gain a lot of fans due to their stiffness, durability (the sealed bearings it uses are huge, and the environmental sealing is incredible – there was no water ingress at all during testing in wet weather), reliability (bearing preload can be adjusted for play) and long term compatibility with Shimano cassettes due to the use of a steel hub cassette body.The only drawback is slightly increased weight, and unresolvable incompatibility with the Campagnolo system.

The racing alloy wheels will use a new hub set that is currently being developed for us. Its design imperative is to offer the highest performance under load – ie. when it is being used, not when it is spun up in a shop. It is a modular hub system that will allow multiple configurations in the rear: 15mm CrMo axle or 15mm alloy axle, alloy cassette hub body, or titanium cassette hub body in Shimano or Campagnolo variants. Front hub uses a 12mm alloy axle and both front and rear hubs feature bearing preload adjustment. Weight will be in line with similar high performance hubs.

There will be one other wheelset that will use rims made by Giant and our new hub. It is a brand new carbon/alloy 25mm (UCI Compliant profile) rim set that is currently being developed for us. The weight target is just under 450g which will allow building of very light wheelsets that will remain stiff and will not be limited by rider weights. The current version of the rim is 470g which is already very good, thus achieving 450g is not a big stretch.

There will also be new carbon wheels as we fine tune the technology. I will write more about our considerable efforts on this front in a future post.

I also feel that I need to add that as Velocite is growing and the awareness of our brand transcends the keen cyclists that the nature and frequency of our blog and Facebook posts will change to reflect the new reality.

We will aim to maintain transparency whenever possible, but will by necessity need to focus on covering already finished products and talk less about our plans, the technologies that we use, and the future product development.

Merry Christmas and Happy New Year 2011!

2010-12-20T15:46:00.001+08:00

Dear customers, team members, testers, suppliers and volunteers, all of us at Velocite wish you a very happy Christmas and New Year.

2010 was a very good year for Velocite, 2011 will be awesome

Velocite Magnus Evolved

2010-12-17T15:17:00.001+08:00

As many of you were anticipating and as our testers obviously knew very well, there is a new Magnus frame just around the corner.

Introducing the new Velocite Magnus!

Since the original Magnus set the performance bar so very high, following up and improving upon it was no simple task, however I firmly believe that the new Velocite Magnus retained all that was extraordinary about the Magnus and improved on it.

Our live testing program test feedback has been universally positive with some really surprising findings. While numerically the new Magnus is identical in stiffness to the original Magnus, the testers all reported that the new Magnus feels stiffer. While this was welcomed but not expected, I was hoping that one other target aspect of the new Magnus frame will be observed in use. To my great delight the testers did observe it: they found the new Magnus to be more comfortable than the previous one.

Specifications

Construction:
High modulus and ultra high modulus unidirectional carbon fiber
High Compression Technology molding – smooth walls
Monocoque (multicoque) structure

Features:
Carbon fiber headset races
1.5” asymmetric head tube
Carbon fiber BB30 shell
Carbon fiber dropouts (thermo set in a mold, not pinned to the stays)
Patented seat post clamping system
Unmatched stiffness

Weight: 1100g for size L, fork 360g uncut

Price: US$ 2499 This price includes the frame, fork, seat post, seat post clamp and headset.

Availability: by March 2011

All current Magnus riders know that the Magnus is not actually uncomfortable, just exceptionally solid, so what the test riders of the new Magnus actually reported was: “smoother”, “like gliding”, “less skipping while sprinting”, “more planted”, “can ride even more aggressively”.

They also reported even greater feeling of being in total control and feeling as one with the bike. This is something I also observed during my brief ride on the new Magnus. You get the sensation of being able to feel what each wheel axle is doing – you can feel the bike pivoting around those two points, and nothing else. There is no perceptible flex.

Thus again in our findings, using empirical data on stiffness, and rider feedback, there is no correlation between frame stiffness and rider comfort when riding the road bike on sealed roads. Our findings indicate that all other things being equal, what actually delivers the comfort is the vibration dampening, and one other thing that will for the time being remain confidential.

So what are the changes for the new Magnus that delivered this new high water mark for high performance road bikes?

Revised head tube headset races. Our modification of the standard allows much greater interface area for any angular contact bearing with nominal 52mm diameter. This ensures a very tight fit of the bearings without relying on friction or high accuracy bearings (as used in in the Velocite 1.5 headset) to keep the bearing in place.
Rear brake internal routing. It now uses cable stops so the brake cable housing is not threaded through the frame.
Derailleur cables. Now routed through the head tube using threaded adapters and CNC machined (Alligator®) adjusters. This makes for a visually “cleaner” appearance and allows for easier adjustment and crisper shifting due to less housing use
No front derailleur braze on. We removed the braze on to allow for changing front derailleur technology. We will offer the Velocite Elemental carbon front derailleur clamp that has been in testing for 7 months now, as an option.
Patented seat post retention system. This new system simplifies the seat post retention and allows torque values up to 10 Nm without risking damage to the frame or the seat post. Even though there is no seat post extension above the top tube, this new system does not save weight due to increased frame reinforcement at the new clamp area. Over time as technology develops we will consider introducing this technology to our other frames
Bowed and aerodynamically profiled seat stays. I need to say that while the new Magnus [and the old one for that matter which precedes the competitor’s design] resemble a new aero road frame from one of the major brands, the new Magnus is not designated as an aero road frame. If it performs well as an aero road bike we will not complain, but for that purpose we have the extraordinary Helios Aero which is a true aero road frame.
Layup changes. The new Magnus now makes use of what is commonly known as “ultra high modulus” carbon fiber, has a different layup in the rear triangle, and seat tube/seat post junction areas. The new Magnus still retains the no compromises 13 layers of high modulus carbon at key areas. This is between 5 and 6 layers more than is used with mainstream frames.
New fork. The new Magnus is using the new Bora S fork which is 20% stiffer than the current Bora fork while weighing just 360g, uncut. The profile is also thinner and more aerodynamic. In fact we are considering offering this fork as an option with the Helios Aero for those riders that want to experiment with a 45mm offset fork while riding in a full aero position with the saddle above the BB which the Helios Aero seat post allows.

The graphical design of the new Magnus has also been modified to enhance the simple beauty of the frame…or possibly to enhance the raw aggression that it radiates. To help it in this regard the special HG Giger inspired red texture is now rendered in gloss red while the rest of the frame is finished in matte lacquer with the trademark UD carbon finish showing – we still do not use cosmetic top layers with any of our frames so you can admire the beauty and intricacy of the hand laid carbon fiber.

The overall appearance of the new Magnus is now decidedly high end, and still mostly unique even though the mainstream is encroaching

Notable achievements of the new Magnus during live testing include a third place division 2 finish in a grueling 228km Grafton to Inverell Cycle Classic race. This is over 7 hours of racing on at times truly terrible roads with the test rider reporting best ever comfort levels; and an outright win and the new course record for a tough hill climb event in Taiwan. I mention these two results since they help communicate that the new Magnus is a very versatile high end frame that is equally at home on tough classics as well as hill climbing, and it excels at both while weighing a highly unfashionable 1100g for size L. In essence, if you want to win a classic, criterium or a hill climb and have the power and aggression to do it, ride a Magnus. Why just talk about one day events? Because Magnus pushes you to ride harder, faster, more aggressively, without letting you keep anything in reserve. This sensation is familiar to all current riders and it is something that needs to be experienced to be fully appreciated. For stage racing and alternative geometry needs we have the unique Helios Aero and the versatile high performer, the new Geos frame.

For the current Magnus owners, the new Magnus would be a minor upgrade simply because while the new Magnus offers improvements, they do not invalidate the excellence of the current Magnus model. For anyone else, the new Magnus is a revelation.

The new price point positions the new Magnus squarely among the high end frames from large brands. I feel that it outperforms them all thus we still remain true to our original pledge of offering the best performance at a more reasonable price. It is also highly unlikely that any major brand has a frame in current or future production (baring special versions for their pro teams) that can equal the Velocite Magnus in performance for one day events regardless of their asking price, or heritage.

Velocite Bikes Wins National Entrepreneurship Award

2010-12-05T17:24:00.001+08:00

PRESS RELEASE

Velocite has been awarded with one of ten national entrepreneurship awards, presented by the Premier of Taiwan, Mr Wu during a public event held on the 4^th of December in Taipei

KAOHSIUNG, Taiwan December 5, 2010 – The premier of the Republic of China, Mr Wu, presented the national entrepreneurship award to Jessica Major, General Manager of Velocite, during a ceremony held in Taipei on the 4^th of December.

Velocite was selected by the Council of Labour Affairs as one of ten winners from 80 eligible applicants to receive the entrepreneurship award. The selection criteria included the success of market entry strategies, sales performance, and ability to create value for the economy.

“We are extremely happy to have been selected as recipients of the entrepreneurship award”, said Victor Major, CEO and Jessica Major, General Manager of Velocite Tech Co Ltd.

“Launching a new bicycle company in late 2009 during an economic downturn was seen as a risky move, but we not only launched, we managed to prosper. I believe that this is due to our uncompromising approach to product development and design, focusing purely on the high performance market niche.”, said Mr Major.

Velocite's successful market entry was assisted by developing a sizable customer base in a very short time, driven by a well received Velocite Sponsorship Program for amateur and semi-professional cyclists.

“We could not have done as well as we have without extensive help and support from our excellent team who work tirelessly to deliver on our business objectives. We would also like to thank our suppliers and manufacturing partners for their support and belief in us and our business.”, added Mr Major.

Velocite is now focusing on achieving greater market penetration in 2011, driven by a trio of brand new high performance carbon frames, Velocite Helios Aero, Velocite Magnus and Velocite Geos. These new products will further increase Velocite's profile and highlight the brand's focus on high performance.

About Velocite Tech Co Ltd.

Launched in 2009, Velocite is firmly dedicated to making high performance bicycles, bicycle frames, wheels and components. Velocite is a company focused on achieving engineering excellence where the first and foremost priority is to apply the relevant engineering and scientific principles when developing new products in order to deliver the best riding experience. Additionally, the company is also committed to grass-roots cyclist development and has since 2009 run a sponsorship program for amateur cyclists worldwide.

Comprehensive information about Velocite, Velocite Sponsorship Program and the complete Velocite product range is available at www.velocite-bikes.com.

Velocite at Entrepreneurship Awards 2010

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Bike Rumor Review - Velocite Magnus

2010-11-20T23:46:00.000+08:00

Bikerumor.com reviews the Velocite Magnus. Thanks to Chad at DNA Distributing, our USA distributor for organizing this!

Conclusion: "I give this bike a solid five thumbs up! The Magnus is a thing of beauty that performs incredibly well whether you’re dropping the hammer in a sprint, climbing for the sky or just toolingaround on a group ride with friends. At the risk of sounding overly enamored with this bike, I have to say it pretty much goes like their website says: “Ride Velocite, Feel Invincible.”

Hit the link below for the full review:

REVIEW: VELOCITE MAGNUS CARBON FIBER ROAD BIKE

Velocite Geos-the versatile high performance frame

2010-11-16T16:20:00.001+08:00

After the exciting reveal of the new Helios Aero frame I was asked by our Geos test riders what the status was with the Geos development, and even if the development project and the Geos model were still going ahead.

So, without further ado, introducing the giant killer, the brand new Velocite Geos!

The Geos project has a very long history (for us anyway) and I will recount some information about the beginnings of what is now a Velocite Geos.

We first conceived the Geos project as an ULFP – UltraLight Frame Project almost 2 years ago. We discussed our needs and weight targets with the factory engineers and they came up with a very good idea. They had a mold for the “front triangle” in storage. This mold was designed and is still owned by an Italian brand.

I looked at the frame and saw that it had potential once we made some changes to it. We ended up making so many changes to the final frame as part of the design process and as a result of our live testing program that we now own the Geos design outright.

The basic feature of the front of the frame that originally caught our attention is its compactness. This is a very good thing when it comes to making a lightweight frame with adequate stiffness since a compact type geometry is inherently stiffer than the traditional geometry. This opened up an astounding number of carbon layup options, most of which would result in a rideable frame. Of course our target is not to make just a light and rideable frame. Contrary to the bulk of the information in the market at the moment, it is not difficult to make a light frame, it is however exceedingly difficult to make a frame that is both light and has truly high performance. We are not satisfied with using stiffness to weight ratios rather than outright stiffness as a measure of how the frame will perform.

To help with the stiffness we opted to design a tapered head tube with a 1.5” bottom bearing. The head tube is also a bit taller than the norm to help minimize the use of spacers. Both of these features help achieve excellent steering precision when coupled with the super light and stiff Velocite Bora S fork.

The bottom bracket uses the BB30 system which in our view is the best standard for high performance frames due to it being an open standard and thus allowing riders to customize and service their bikes with minimum hassle. Due to the design of the BB30 system, the cranks also weigh a lot less than the standard BSA/ISO cranksets and match the exotic proprietary designs in both stiffness and weight.

The advantage of using the BB30 is also with the size of the junction with the chain stays. BB30 design increases this area somewhat making it stiffer. The final design feature that makes the Geos a contender against the top frames of 2011 are the oversize chain stays. They are 45mm tall. This is important for overall performance of the frame for a simple reason:

There is no such thing as a “stiff bottom bracket”. The correct terminology is “stiff AT the bottom bracket”.

Large chain stays, large bottom bracket area and a large down tube help minimize the lateral flexing of the frame at the bottom bracket. This means that with every pedal stroke you will be propelled forward with minimum energy loss (conservation of energy theory does not apply in dynamic systems that include non-perfectly elastic elements like the rider for example).

Thus two main themes are apparent with the Velocite Geos: it is light and stiff.

The geometry is also very versatile thus the 4 sizes should allow most riders to find a correct fit.

Size	Small	Medium	Large	X Large
SA - Seat Tube Angle	74°	73.5°	73°	72.5°
HA - Head Tube Angle	72°	72.5°	73°	73.5°
ST - Seat Tube Length	440mm	480mm	520mm	560mm
BD - BB Drop	68mm	68mm	68mm	68mm
TT- Top tube length	530mm	547mm	570mm	590mm
HT - Head tube length	130mm	155mm	175mm	200mm
SC – Stack	527mm	552mm	573mm	598mm
RA - Reach	379mm	383mm	395mm	402mm
RC - Chain stay length	408mm	408mm	408mm	408mm
WB - Wheelbase	972mm	982mm	995mm	1006mm

Specifications

Construction: monocoque carbon, high modulus blend using high compression technology for perfect shape control

Features:

Asymmetric, tapered head tube 1 1/8” top, 1.5” bottom
BB30 bottom bracket
Through the head tube cable routing
Internal rear brake cable routing
Carbon dropouts – wrapped and bonded to the frame, not pinned
Compact geometry

Weight: Up to 1100g for size XL, painted, with all fixtures attached

Price: US$ 1699.

Includes: frame, Bora S fork, headset, TLCS31 seatpost, Velocite Anchor clamp

Availability: February 2011

Velocite Geos will compete very effectively against all top frames from major brands. The weight will be comparable, Geos will win in terms of outright performance, but we may concede some aspects of comfort since we do not use ultra thin seat stays, opting instead to deliver instant acceleration and lateral stiffness.

You may ask then what about the Velocite Magnus? Well, the Magnus is beyond what other brands are currently making and we are working very hard on keeping it there.

Cyclingtime.com interview with Victor Major, CEO of Velocite

2010-11-12T16:00:00.001+08:00

Here is a transcript of a short interview I did with Cyclingtime.com eaerlier this week.

The interview was conducted via telephone by Lee Rodgers.

LR: Please introduce yourself.

VM: I am Victor Major, the CEO of Velocite Bikes.

LR: How did you get into cycling and the business? How did you get into cycling yourself?

VM: I am not a racer, I get into cycling out of personal interest.. I started cycling, serious cycling in Taiwan, actually. Where I met quite a few people, and we started our Cycle Taiwan website, and met a group of people who I began to work with to identify the best products that can be found in Taiwan and China.

Being in Taiwan and riding a bike and being interested in cycling technology and products, was very convenient..... And little by little, by researching what was available, who makes it, why they make it, the way they make it, we the acquired enough knowledge to enter the bike industry ourselves.

LR: What’s your background?

VM: My undergraduate degree is science. So I approach things from an evidence-based approach. I don’t consider bikes to be mysteries. Everything in the bike world relates to known laws of physics and is easily explainable, so I base my original thinking on how we want our products to perform, and then create these products purely based on evidence. My post graduate degree is an MBA. This allows me to identify who, or why people would want our bikes, and to then make the bikes that we think they would want.

LR: Who are those people?

VM: What we found is that cyclists who are looking for something special are interested in our bikes. They have to trust what we say about these frames, wheels etc. Velocite appeals to riders that have tried many other brands and still haven’t found something they were happy with. So the people coming to Velocite are experienced riders, often amateur racers, semi-professional racers, some pros, and in a few cases even new riders.

LR: Can you tell us about the Velocite philosophy?

VM: It’s to make the best bikes possible and to deliver the maximum performance at each product category. We aim to deliver true value for money to those customers that prioritize actual product performance above all else.

LR: There are a lot of frames out there, lot of different brands. Why should someone consider Velocite?

VM: Basically, if you buy a Velocite you actually get what you pay for. What we say about our products is correct, we don’t make false clams, or use big words and proprietary jargon to confuse the cyclist. If we say that this product is stiff and that it is light, trust us, try it. In the mainstream brand bicycle market in 2010 and 2011 we see the same, super-light frames, that is the current obsession with the major brands, but are they really delivering the promised performance?

We try - and I believe succeed - in actually selling the customer exactly what they expect to get. Our main benefit is stiffness and all the handling and performance benefits that this brings. I also feel that I have to add at this point that there are a lot of misconceptions about how stiffness affects rider comfort. What we found is that the only time a deliberately flexible, or “comfortable” frame has an advantage over high performance frames like ours is when riding over some truly rough surfaces. On normal roads, or even roads with potholes and B-grade roads, stiffness has no impact on comfort. We find that the rider discomfort is mainly a result of transmittance of high frequency vibrations – that “buzzing” feeling and the sensation of knowing the exact texture of the surface you are riding over. With our frames, you’ll get something that is actually a joy to ride. You get true performance from our bikes.

LR: Can you tell me something about the 2011 models that will be out soon?

VM: There are two new frames that will be releasing shortly. One is the Velocite Geos, which for us is an entry-level frame with a more relaxed geometry. Its main purpose is to be a viable high performance alternative to the premium models from major brands. It features a BB30 bottom bracket and an asymmetric head tube with a 1.5” bottom bearing and a full carbon monocoque (one piece) fork.

Then there is the Helios Aero, that’s our highest profile frame for 2011. It is a true aero road frame that was designed for us by Lewis Mathiske, former head designer for Australian Teschner bikes. Lewis' Aerowave time trial bike on which Helios Aero draws heavily for inspiration is a time trial frame with true pedigree, most recently used in the Commonwealth Games in New Delhi, and in 2009 helping Jack Bobridge win the time trial U23 world championship. Lewis also designed frames for several other brands, but the Helios Aero is his first design since the Aerowave that he is openly credited for.

When we started working on the Helios Aero in 2009 there were very few aero road bikes available. The development of this frame took almost 4 years to finalize – 2 years by Lewis on his own and then another one and a half years with us. Our development cycle is much longer than other brands’. We had to be absolutely sure that we were happy with the design, that it was the best we could offer. I think we’ve achieved that and we are very excited about the Helios Aero. Every single section on the frame is aerodynamic, which means the profile is very thin to present the least surface area to the air, but we have to make it stiff, and I mean really stiff. We are still waiting for the data but it looks like we have achieved this. Then we start testing on custom made test machines, pass the EN test requirements and only then we start live testing - pro and top amateur riders ride the frame and give us feedback.

The Helios Aero also takes advantage of the BB30 bottom bracket and an asymmetric head tube with a 1.5” bottom bearing. There simply is no other way to achieve our stiffness targets. The goal was to deliver the best aero road bike in the market and we feel that we have succeeded.

LR: Can I just ask quickly when will be the release date, the Geos?

VM: We’re thinking to release our 2011 range by the end of February, so the Helios Aero will be out then too. We have samples coming out of the initial molds and it looks really good. The Helios Aero is very special, as it pretty much embodies our entire philosophy of focusing purely on performance. While major brands often make performance sacrifices in order to address the appearance objectives, it never crossed our mind to do the same. The fact that the Helios Aero also looks stunning was a welcome, but accidental by-product of the design philosophy.

LR: If a Velocite could win any race, which one and why?

VM: The Giro d’Italia! It is the most challenging race I think. It has an uphill time trial, it is a really nice race. It has also had less scandal than other races. It has an amazing variety of surfaces and gradients. Yes, that is the one I’d want a Velocite to win.

LR: And who would be riding it?

VM: Thor Hushovd or Jens Voigt, real warriors, I’d love to see them win the Giro. Maybe impossible, but yes, one of those two.

LR: What does the future hold for 2011?

VM: Our biggest challenge is getting the word out about Velocite. We know from the testing and our racers that we have very, very good products, that for value and performance we can equal if not better anything else out there. Another goal is to fine tune our wheel range. We want to make not just good wheels but great wheels. We will be doing DIN testing and the UCI testing to get accreditation.

LR: Thank you Victor for your time.

VM: Thanks, my pleasure.

Helios Aero–the launch design

2010-11-11T17:11:00.001+08:00

Here is the final production mockup of the Helios Aero. The next time you see a Helios Aero bike, it will be the real thing

Velocite Magnus Review – Extra Speed for Free

2010-11-08T20:43:00.001+08:00

I never thought I would utter the words……… ‘It’s better then my Trek Madone 6.9!’. I received my Magnus frameset about six weeks ago, and on first inspection it was better than the reviews had said. The matt finish, the red decals and the stiffness! All incredible!

The frameset has been built up with Shimano DA 7800 group set, Velocite Licos handlebars, a Velocite seat post and FSA BB30 Cranks, and an Edge 50mm wheel set. The whole bike tops the scales at a mere 6.85kgs.

The signature characteristic of the Magnus is its stiffness, unfortunately the roads of Northern Ireland are not smooth and rolling like that of the French Alps, they are twisty, rough and choppy, often peppered with potholes and drain covers; I must admit, I approached the maiden voyage of the bike with some dread.

My fears were unfounded and I instantly had a smile on my face, I’m sure you know the feeling of a new bike; it feels strange, unfamiliar and you aren’t sure how it will perform. The Magnus was not the case; it had the immediate familiarity of a trusty training bike, it was positive into corners, steady going down hill and on the flat the stiffness really told, it takes off like a rocket!

‘Extra speed for free!’ is how I would sum up the performance of the bike; yes it is stiff, but not so stiff that it’s uncomfortable. If I can say that after 75 miles on Northern Irish rural roads; it is testament to the frame design.

I may sound gushing about this frameset, but it is truly based on performance and hard data. I said at the start I never thought I would utter the words about my Trek, which is a truly magnificent bike; and one I thought I genuinely would never surpass. The Magnus for me picks up, were the Trek can’t follow…………..

I’m sure we all have a climb that we train on and measure our fitness against. My climb is a 2.1 mile brute, it averages 9% gradient, and I have never broken 6min 15secs on it, even using my Trek.

Until…….I rode it on the Magnus, 6min 02secs and a new PB!

Fluke I hear you say, no, I followed it up with a 5.59 and 5.57 on consecutive days! This is where the Magnus really stands out for me; in the mountains. It graces my training hill with ease, it feels lithe, light and nimble and it accelerates like you are a seasoned pro and it looks angry doing it.

If you want to stand out in the peleton, not just for a stunning looking bike, but for effortless performance, and free speed; this is one frame set you need to consider!

“Long live the Magnus, my Trek is dead”

P.S. Trek for sale, one careful owner

Phil D

November 2010

Helios Aero Geometry Data

2010-11-08T15:00:00.001+08:00

Today we finalized the Helios Aero geometry data for all sizes. The head tube height was the last element that we had to confirm. The intent is to minimize the use of spacers while allowing a sufficiently low front end to maximize the aero benefits.

Size	Small	Medium	Large	X Large
SA – Seat Tube Angle	74°	74°	73°	73°
HA – Head Tube Angle	72°	73°	73°	73°
ST – Seat Tube Length	540mm	560mm	580mm	600mm
BD – BB Drop	68mm	69mm	69mm	69mm
TT – Top Tube Length	525mm	543mm	565mm	580mm
HT – Head Tube Length	120mm	140mm	165mm	185mm
SC – Stack	519mm	542mm	565mm	585mm
RA - Reach	375mm	389mm	394mm	401mm
RC – Chain Stay Length	401mm	401mm	401mm	401mm
WB – Wheelbase	961mm	975mm	989mm	999mm

Velocite Helios Aero live testing program has started

2010-11-02T12:10:00.001+08:00

Velocite Helios Aero live testing program is now open. Follow the link for more information and updates.

Velocite Helios Aero Live Testing Program

Team Erdinger Alkoholfrei Australia - Velocite Bikes Sponsorship for 2011 Season

2010-11-01T11:07:00.001+08:00

Team Erdinger Alkoholfrei Australia and Velocite Bikes are excited to announce a sponsorship agreement for the 2011 season. The Erdinger Alkoholfrei Australia cycling team was launched in 2010. The team was originally formed to compete in the 2010 Erdinger Alkoholfrei Teams Series held in Queensland Australia. The base of the team was made up of 5 young U/19 riders and 2 older U/23 riders, a development squad with the aim to give young riders who have never had a chance to be part of a team to get their opportunity. In doing this the riders quickly stepped up to another level, racing together outside of the Teams series and even competing in one race of the Australian National Road Series, a dream of any young cyclists in Australia. It was then the Erdinger Alkoholfrei Team realized that they had now ever so slightly, put themselves out in the Australian cycling road circuit and were quickly becoming recognised and spoken about in the cycling fraternity.

Team Erdinger Alkoholfrei Australia 2011 will be extending the team to 10 riders and will be based around an U/23 team and will be riding Velocite Bikes. The team once again will line up in all SE Queensland major events and hope to be a part of the National Road Teams Series for 2011, exciting times for a young team and a challenge and an experience all riders are looking forward to. Team Erdinger Alkoholfrei Australia is proud to be part of a world wide team, follow our results and events at Aus Cycle Coaching.

About Velocite Bikes
Founded in 2008, Velocite is firmly dedicated to making high performance bicycles, bicycle frames, wheels and components. Velocite is a company focused on achieving engineering excellence where the first and foremost priority is to apply the relevant engineering and scientific principles when developing new products in order to deliver the best riding experience. Additionally, the company is also committed to grass-roots cyclist development and has since 2009 run a sponsorship program for amateur cyclists worldwide."

Links:

http://auscyclecoaching.com.au/Team-Erdinger-Alkoholfrei.html
http://www.velocite-bikes.com

Helios Aero – A new star is born

2010-10-28T11:45:00.001+08:00

After over one year of work at Velocite and our engineering partners at our factory, Helios Aero is finally here. We are all extremely excited to bring this new groundbreaking frame to the market. We have no doubt that this is the ultimate stage racing and aero road frame currently available and that it will not be surpassed for a very long time.

The above rendition is one of the design alternatives we are considering.

The mold production is under way and the first 54cm sample frames will become available by the end of November. We will then have some real photos, with a full media release to follow.

Quick overview:

UCI compliant true aero profiles carefully hand drawn by Lewis Mathiske, an aerodynamicist, frame builder and aero frame designer. Each Velocite Helios Aero frame will bear his signature in recognition.
Special bowed tube shapes to maximize torsional stiffness and aid vertical compliance.
High modulus carbon fiber monocoque, high compression molding with smooth internal walls and no voids
BB30 bottom bracket for the best stiffness of the BB/crankset system
Asymmetric head tube with 1.5” bottom bearing
Fully internal cable routing, exiting at the BB and reentering the chain stay. Compatible with Shimano Di2 system. Cable paths are straight and there are no guide tubes.
Non-ISP aero 400mm long seatpost with custom clamp that allows 48mm of fore-aft adjustment(!). This seatpost will provide unprecedented setup flexibility and will enhance the inherent versatility of the Helios Aero.
High stiffness philosophy with BB stiffness the same as Velocite Magnus, and head tube stiffness higher than any competitor in the same class. Helios Aero will accelerate as fast as the best accelerating frame in the market (Velocite Magnus) and will steer better than just about any other frame (except Velocite Magnus)
Full aero fork with asymmetric steerer and maximum blade thickness of just 21.8mm at the crown and 17.4mm at the dropouts.

Forecast weights:

Fork: 410g
Frame: under 1200g for size 54cm

Price: US$ 2999.00 – includes frame, fork, headset, seatpost and seatpost clamp
Availability: February/March 2011

Background story – how Helios Aero came to be

I met Lewis over a year ago now and saw the rough sketches of the new aero road frame he has been working on for the past two years. The overall lines were instantly familiar from his groundbreaking work on what became the Teschner Aerowave TT time trial frame. The Aerowave was unveiled in 2006 and was embraced by many athletes. In fact it is still being raced at the highest level – most recently at the 2010 Commonwealth Games in New Delhi by the Australian cycling team. Its features also made it into many of the competitors’ frames, and has borne a legion of open mold frames and designs.

While the design heritage is obvious, Helios Aero is an entirely different frame to the Aerowave and incorporates all the knowledge that Lewis accumulated since the Aerowave’s release. Helios Aero also adopts a traditional road bike geometry, rather than being a focused time trial bike. The extreme seat post adjustability will nevertheless allow use for timed events, especially ironmen and triathlon races which often involve hilly terrain.

We then made further changes to it to ensure that the Helios Aero rides like a Velocite road frame – stiff, responsive and confidence inspiring. It has to be true to our motto: Ride Velocite. Feel Invincible.

When will the live testing start?

We will start the Velocite Live Testing Program sign-ups this week. Unfortunately for the northern hemisphere riders, the first frame deliveries will commence in December and the testing program will conclude in January. If the live testing goes well and we are on target performance wise, we will commence production frame deliveries by the end of February 2011.

So is the Helios Aero a Velocite closed mold?

The Helios Aero (and our entire 2011 range and beyond) is a closed mold frame. In the spirit of cooperation that we feel allows us to bring the best products to the market and to allow us to “punch well above our weight” we will share the overall design with Lewis and his Mathiske Racing brand. We have also authorized our factory to offer a variant of the Helios Aero frame design to their high profile customers that are given our consent. Nevertheless, only Velocite will have the Helios Aero frame and all the key performance features that make the Helios Aero frame without peers in the current market.

What are these true aero profiles?

For reasons of competition and not handing over Lewis’ and our hard work, I will only share some views from SolidWorks that hopefully illustrate what I mean in sufficient detail. The future owners of the frames can marvel at the perfection up close when they receive them.

New Velocite Wheels –Training wheels and benchmark

2010-10-24T12:44:00.006+08:00

I now have some news to share on the wheel front. After about 4 months of searching and discussions we finally have what may become our new benchmark wheelset, ready for testing.

By benchmark I mean “the lowest priced” meaning that every other wheelset that we make must be either lighter or stiffer or both, and must use technology that is either equivalent or better.

We are also adding more data points to our wheelsets. We will keep complete track of spoke tensions for each wheelset and will be able to provide relative lateral wheel stiffness numbers across our range.

We made two sets of training wheels using identical rims, hubs and spokes, but different lacing.

The wheelset pictured above uses 20h radial front and 24h crow’s-foot/2-cross on DS and NDS respectively.

The photo above shows the crow’s foot/2-cross lacing on the rear wheel. According to popular opinion and some manufacturers that use this lacing, but give it their own name (we may do the same since writing crow’s-foot/2-cross gets a bit tedious …how about ‘Impulse’), it is meant to be the optimal lacing pattern for rear wheels.

The freshly christened ‘Impulse’ lacing for the rear wheel aims to maximize these priorities:

1. Excellent power transfer. Crow’s-foot on the DS does not suffer from wind-up issues while 2-cross lacing on the NDS further assists the instantaneous power transfer.

2. Excellent lateral stiffness. 2-cross lacing on DS provides very good power transfer, but the penalty is slightly lower lateral stiffness in comparison to the Crow’s-foot lacing on the DS. Crow’s-foot lacing features radial spokes that aid lateral stiffness and crossed spokes to eliminate wind-up.

3. Excellent reliability. Using a radial lacing on the NDS was an option, but due to torque effects on the rear hub, we felt that having 2-cross NDS lacing was superior in terms of prolonging the spoke lifetime besides the already mentioned power transfer benefits.

Front wheel is radially laced since there does not appear to be anything superior to radial lacing for wheels that do not have torque applied through the hub (propulsion or braking).

The alternative lacing for the 28h rear wheel is an experimental 2-cross variant that aims to deliver absolutely instant acceleration, but of course the penalty is weight and a negative aerodynamic impact, so this lacing – if we end up using it - will be limited to special uses or customers…we will also see how it goes under testing, it may actually be too good to pass up.

Here is what I mean:

About the training wheels.

Besides their role as a test bed and a benchmark, the training wheels will also enter our range and will be supplied with our bikes as standard.

The components were carefully selected and specified, this time taking price in consideration as well, but not cutting any corners.

1. Rims. Special lightweight 30mm profile advanced alloy rims, weight 460g each. We are also testing the special post-anodizing process where the braking surface is anodized as well. This anodizing serves two purposes: it looks good, and it should prolong the life span of the braking surface. Right now I have no idea how durable this anodizing treatment is and if it will be durable enough to use it in full production. In either case I fully expect the anodizing at the braking surface to rub off, exposing the metal below. If this happens in an aesthetically pleasing manner we will still go ahead with this technology, if not, we will revert back to the standard CNC finish.

2. Hubs. Very smooth, stiff hubs with alloy axles, sealed bearings and CrMo cassette hub body. Unloaded, the front hub is so smooth and free of resistance that the wheel spins freely in the air conditioner stream. The hubs weigh about 120g for front and 340g for the rear and are thus not exactly light. They should be durable due to environmental seals (on the rear) however and the CrMo cassette body is a lot more resistant to chipping/wear from (in particular) Shimano cassettes.

3. Spokes. Currently using DT Swiss Champion, but may switch to something lighter for final production – can save about 66g by changing spokes alone.

4. Building. Hand made, with 100% QC, strict adherence to spoke tensions and stiffness targets.

Weight of the 20/24h training wheel prototype, with rim tapes:

Front: 780g

Rear: 1040g

TOTAL: 1820g

Price: not known yet, but it will be very low. I am aiming for US$ 199.00 per set.

UPDATE

I just came back from a 60-70km ride with the wheels.

The bad:

Two issues cropped up, one fixable, one not.

1. Rear wheel with spokes elbows out is too wide to clear the rear derailleur in the lowest cog. In the 25t rear cog the spokes were rubbing the rear derailleur cage. This will be fixed. UPDATE: the fix was actually very simple. I set the limit screw on the RD correctly so that it does not move so far inward. The shifting to the largest cog is still smooth, but now there is no spoke rub. If we go with elbows out to eke out the last iota of stiffness we'll need to make it clear to customers/assemblers to make sure the RD limit is set correctly to avoid the RD contacting the spokes.

2. Rim. The black post-anodizing on the braking surface rubs off quite readily.

This makes the wheels look a little odd, but from a distance it is hard to see and they do not look any worse than carbon wheels after you use coloured pads (yellow, orange, red, salmon). So I will ride them some more and see at which point the rims stabilize in colour. If the end result is pleasant, we may still make the wheels with post-anodized rims, but will have a very large note explaining that the anodizing WILL start to rub off in the first ride.

The good (keep in mind that I weigh a bit over 100kg):

1. Hubs are awesome. They roll very smoothly. Engagement is firm and the ratchet is not too loud.

2. Wheels are stiff. Going into fast bends with bumps was not an issue at all (roads after a typhoon tend to deform quite a bit due to shifting of the ground). I found myself overcorrecting in anticipation, and destabilizing the bike. When I relaxed and just trusted the bike the bumps made no difference. Accelerating and powering up hills is a joy.

3. They seem sturdy. I rode through pot holes at speed and the wheels did not care and are still perfectly true.

Testing continues.