RoadieManila: Filipino Cycling Passion

Review: SRAM Red eTap AXS

2019-04-19T00:02:00.004-07:00

As good as it gets.

SRAM's AXS is here and it promises to be a treat. As expected, the AXS (pronounced 'access') arrived with the expected evolutionary improvements such as the move to 12 speeds all while retaining its industry first wireless shifting. Where we were pleasantly surprised though, by how much SRAM innovated in terms of the most mundane things....gear ratios.

When moving up and adding new cogs in groupsets, manufacturers typically just splice in another cog somewhere in the middle of the new cassette. While more available ratios are always welcome, what SRAM did was a rethink of WHERE the new cog was to be placed. What they did was rather surprising in that they added a 10T cog!

This in itself isn't an overwhelmingly convincing progression but what they did next certainly is. They built their whole range around 10T cog availability and adjusted their chainrings to match! The end result is a set of gear ratios with will effectively give you a slightly better top end while delivering much needed climbing relief on the opposite end. More on this in detail towards the end.

What's new?

THE CRANKS

Okay, let's get this out of the way. I wasn't the biggest fan of the cranks in terms of looks. It looked too much like the business end of a meat grinder for my tastes. But having been exposed to it for more than a few days, the looks start growing on you. And I'm not just saying this. Some things just getting used to.... like four armed cranksets from a few years back. Remember how people reacted to those before?

Like 'em or hate 'em, they're here. And they're one good piece of machining. The rings and 'spider' are made from one piece of aluminum. Cranks are carbon and the whole this is light!

DERAUILLEURS

Nothing much to report on the FD, but the rear derailleurs can now accommodate the whole AXS range. If you wanted 30 or 32T in the previous eTap, you had to get an optional (expensive) WiFli RD with expanded chain capacity. Whatever limitations forced this, thankfully SRAM thought things through and now just has one RD for everything. The batteries and chargers are backwards
compatible.

BRAKES

The calipers are carried over from the previous eTap HRD. The rotors have been revised, with an all new aluminum center. It's surface area is considerably larger than the previous 2-piece Centerline-X rotor it replaces. The shape is also such as to catch air in order to improve cooling. The rotor surface itself seems carried over with the usual SRAM shape.

THE HOODS

The hoods remain the same bulky shape they had as eTap HRDs. They did gain new texture work on the contact surfaces, even on the shift buttons. I grew to like the chrome highlights almost immediately, having found them off in pictures. We have grown to like how the shape feels in the hand though they look awkward in pictures.

CHAIN

12 speeds necessitate a thinner chain. The AXS chain is a cool looking number with a flat top which SRAM claims is what makes this chain stronger than the 11 speed version. Installed, it really looks great!

XDR HUBS

Unfortunately, a move to AXS necessitates a new hub format called XD-R. Having been on Zipp wheels, we were fortunate have an XDR adapter available. Aside from the cost of the group, this would probably be the other great barrier to AXS.

CRANK RATIOS

While not the most exciting improvement found on the group, the Gear Ratio rethink may as well be the most significant. The whole AXS range has revised gear ratios equivalent to Standard, Mid-Compact and Compact. AXS gives a ratio range which encompasses its predecessor. This means faster speeds and easier climbs.

AXS gear options are:

1. Standard 50-37, 10-26

2. Mid-Compact 48-35, 10-28

3. Compact 46-33, 10-33

or any crank-cassette combination you can mix and match above.

As you may have noticed, the chainrings are a few teeth less than what you may be expecting. This is SRAM leveraging on the 10T. These give a slightly heavier Big Ring-Small Cog combination (~1.2%) while improving the climbing gears anywhere from 5 to 11 percent!

MATH ALERT!!!

Comparing normal gear ratios vs. the AXS we have the following improvements:

Standard (50-37,10-26) vs (53-39,11-25)

Big Ring, Smallest Cog (Speed)
AXS @ 50:10 = 1:5
Red eTap @ 53:11 = 1: 1.48
1.35% better

Small Ring Biggest Cog (Climb)
AXS @ 37:26 = 1:1.42
Red eTap @ 39:25 = 1:1.56
9% better

Mid Compact (50-37,10-28) vs (52-36,11-28)

Big Ring, Smallest Cog (Speed)
AXS @ 48:10 = 1:4.8
Red eTap @ 52:11 = 1: 4.73
1.47% better

Small Ring Biggest Cog (Climb)
AXS @ 35:28 = 1:1.25
Red eTap @ 36:32 = 1:1.12
11.6% better

Compact (46-33,10-33) vs (50-34,11-32)

Big Ring, Smallest Cog (Speed)

AXS @ 46:10 = 1:4.6

Red eTap @ 50:11 = 1: 4.54

1.3% better

Small Ring Biggest Cog (Climb)

AXS @ 33:33 = 1:1.00

Red eTap @ 34:32 = 1.06

5.7% better

ON THE ROAD

So the math and the tech are there but how does it ride?

In a word, GREAT!

For our build, we chose the compact setup as we're a bit gravitationally challenged.

Front shifting is the first thing we noticed.... we can describe it as Shimano-like. Shimano Di2 like!

We're not sure if this is a result of obsessive tuning by the installation team, but shift to the big ring are effortless and accurate. Shifting to the smaller ring is as fast as my previous eTap.

Rear shifting is similarly improved. Indeed, the smaller traverse because of the extra cog meant faster shifts. This is more than just marketing propaganda as it can really be observed (having just ridden my 11 speed eTap last week).

The group as a whole is really silent, especially the brakes. I'm not sure if it's the new rotors or the tuning by the install team. Probably the latter as they spent an hour per rotor while tuning it. Flat mount brakes are notoriously hard to align but the guys at Bikezilla sure got these right.

The hoods retain the same form factor as the HRD. Not photogenic, but still comfortable. This might be subjective but we don't mind using either the sleek Di2 hoods or these. Owing to the revised texture patters, the hoods feel much grippier. The eTap shifting experience is intact, with crisp button presses and the familiar simultaneous click for FD shifts.

What bout the ratios?

It took some getting used to. And we're still getting used to it.

The 46T is much more accessible than the 50T rings we're accustomed to. We used the big ring more and found that our cadence spiked by around 10 rpm for the same effort. The 33T made everything easier. Again, cadences were slightly up. What really suprised us was the ease of the 33:33 ratio. Steep climbs were much easier now, albeit slower. Overall, the AXS presented us an easier, smoother ride. We will have to relearn shift points an proper cadences but it's something we'll surely resolve after a few rides.

This groupset simply changes the game.

-A

Review: Aeroad CF SLX Disc 9.0 LTD

2018-09-28T00:57:00.003-07:00

With the slew of new aero road bikes introduced over the past couple of months, Canyon's now venerable Aeroad soldiers on. With rumors of a replacement coming in 2019, we take a look at Canyon's Aeroad Disc.

In my opinion, it's just one of the best made even better.

As an owner of a rim brake equipped second generation Aeroad, that statement perfectly sums up how it feels moving to disc brakes. The Aeroad is still pretty much close to perfect, factoring everything from design, equipment levels and pricing. And to improve on that is no mere feat.

If you're of the "disc brakes have no place on a road bike" crowd, I'm sincerely happy everything's working out for you.

But if you're here to find out why and how the Aeroad Disc is better, then read on. Note that we will not exclusively tackle disc brakes as a standalone topic, but we'll touch on it in the context of the bike as a whole.

Braking new ground.

Straight to the meat of the upgrade: the Disc Brakes. To be honest, I was one of those who thought that I never needed discs. And even today I would survive with rim brakes. Ignorance is bliss I guess. However, some things fell into place and I decided to take the plunge and go for the Aeroad CF SLX Disc 9.0 LTD.

Based on a couple of thousand kilometers' saddle time, I can safely say that I'm sticking with discs.

Disc Brakes, quite simply, offer much a vastly superior braking experience and consistent performance across all conditions. Whether you're just feathering to keep that optimal draft distance, or braking to save your life in a downpour, discs are the way to go.

Design wise, separating braking components from the wheels just makes sense. These are two wholly separate components with different design objectives. Brake engineers focus their efforts designing an optimal braking experience while wheel designers can take braking requirements off their list and concentrate on weight and aerodynamics. No compromise has to be made to merge the somewhat conflicting design parameters of light weight, robustness and friction and temperature tolerance.

A welcome bonus of discs is that there are no expensive carbon wheelsets to replace as the rims are no longer a wear-and-tear item. No more worn out brake tracks mean you $$$$ Zipps can basically last forever.

Yes discs are heavier and more complicated, but the improvement in modulation and power is definitely worth the effort. Initial set up can be a pain, but once you set it up, you can ride to your heart's content till your pads wear out. There is the matter of routine maintenance and bleeding the brake system and replacing brake fluid but that's still half a year off and shouldn't be a problem for competent mechanics.

On the Aeroad, braking duties are handled by one-piece SRAM Centerline rotors in size 160mm. These come in 6-bolt form instead of the increasingly popular centerlock format. 6-bolt or centerlock is really a a non-issue as parts and adaptors are plenty and available for both, but still something worth mentioning.

Along with the shift to discs came with the migration from skewers to thru axles. Something completely alien to most roadies, more than a few are up in arms with how inconvenient and slow they are to mount and remove compared to quick releases.

Let me make it clear: Yes they are. But not my much.

When releasing a wheel, you have to unscrew the thru axle then totally remove it to remove the wheel. With Quick Releases, you just have to loosen to a certain point and off goes the wheel. Indeed slower and inconvenient but not by even 10 seconds. My point is, it's not an issue.

Weight? Yeah its about 60% heavier than our current Carbon-Ti skewers (a spindly 39g), but we're talking 66 grams here... 27 grams.

The positives however outweigh the negatives, in my mind. Having your wheel's axle actually go through your fork (versus tightened under it), gives the fork structure more rigidity and a more solid feel. This in turn grants the rider confidence to go faster. The thru-axles are also less prone to tightening torque accuracy as it only requires 1nm to secure.

The Canyon uses DT Swiss specced Thru Axles with a splindly 1mm thread pitch. Good thing is that the end levers can be removed for a cleaner look. On a side note, the bike came with only one handle which I find unusual given that there are two axles.

Making The Leap

The change I actually most dreaded (maybe too strong a word) was the groupset change from Shimano to SRAM.

Having ridden on Shimano all my adult cycling life, the leap to SRAM was a situation that was rather compelled to accept. The upgrade to discs boiled down to the different equipment combinations which the Aeroad came in. Bottom line: I could have SRAM Red with Zipp 404s or Shimano Dura Ace Di2 with Mavic Cometes. I chose the former as I really preferred the 404s over Comete who's livery I found too loud for the overall aesthetic. Switching wheels post purchase is something I'd rather avoid as it's surely gonna cost more than a pretty penny. So read up on eTap HRD reviews and while keeping my fingers crossed that they were accurate.... pulled the trigger.

Besides, I thought to myself, who wouldn't mind trying out the world's first and so far, only wireless groupset.

Early results are in. With around 1,000 kms under my belt, I can honestly say that it's not any better or worse than the dura ace, it's just different. Depending on how you you examine the gruppos, you may arrive at a different conclusion on which is better.

Having experience with three generations of Dura Ace, two of which are Di2, I can definitely say that it shifts smoother and quicker. Front and rear gear changes so smooth most of the time it's almost silent. It reacts to your inputs faster. Upon clicking the shift buttons, the Dura Ace responds almost instantaneously. For pure drivetrain performance it's definitely a win for Shimano. Worth mentioning is the shadow type rear derailleur. It effectively reduces the width of your bike making certain ingress/egress situations easier.

The SRAM's Red eTap takes maybe a half second to react to shifter input. If I were not used to Dura Ace, this is something I probably won't even notice. The clicks on the eTap HRD shifter feel firm and tactile. The button area is massive compared to Di2 as it occupies the whole lever space. You won't ever click the wrong button. Though a matter of personal preference, I actually prefer gripping the SRAM's hoods which are bigger than the Shimano's. Bigger but still small enough to wrap a hand around.

Perhaps the biggest change is the way you input your shift commands. I was apprehensive moving to the way of the eTap. I mean the Left-Easier, Right-Harder shift experience. I kept the rules in mind as I went on my first ride. I was surprised that everything came naturally as I never had an adjustment period. I was using the eTaps as though I had been using them forever....I never had a wrong nor missed shift. I'm not sure if others had the same experience but that's how it went. Shifting between chainrings, while perhaps the biggest change, was executed to perfection. I'm sure there will be awkward scenarios like trying to shift the chainring while braking but I believe these situations could be avoided with a little preparation.

A welcome bonus with the eTap system is that it can beam gear data to a compatible computer via ANT+. Our Garmin Edge 1000 was able to display the gear information in much the same way as our Di2's D-Fly add on (purchased separately from the gruppo). On the downside, the SRAM group does not have the ability to control the Garmin screens or issue commands as it doesn't have the Di2's hidden top buttons.

I personally miss this feature. Where before I was scrolling to my heart's content thru six screens on my Edge, I've since reduced these screens to just three essential ones with the eTap. I found scrolling thru multiple screens via the computer's touch display can be quite bothersome.

Charging the batteries is a breeze, but considering there are two of them, with only one charging dock supplied, you will have to mind the charging time per battery and have them take turns on the dock. I got another dock and problem solved.

I'm pleased overall with the sidegrade to eTap as well as the overall decision to go with this model Aeroad.

Saddle up!

I replaced my erstwhile favorite SMP Dynamic with a Fizik Antares VS Evo. Why? Simply because the SMP started to creak under power. I traced it to the area where the rails attach to the front of the saddle. I find these noises annoying. While not really a safety issue or anything serious, I had to have these replaced. Yes, it's just me.

The Aeroad Disc originally came with an Arione R5 Kium. I got the carbon-specific clamps from the old bike in went the Antares VS Evo.

The SMP is still king when it comes to comfort, however it is possible to be comfortable with the Antares with a lot of patience and experimentation with fore-aft and nose angle adjustments. For some reason, riding on a trainer on the Antares starts to get uncomfortable beyond the 2 hour mark, but is totally fine for real world rides three hours long or more.

Form over function bonus: the Antares VS Evo scores big in the looks department, and looks more in place with a top end aero bike. The construction is also very minimalist, with fewer parts to... ahem.... squeak.

Zipp it!

Coming from 404 Firestrikes, the Aeroad's 404 Firecrests were a bit of a downgrade. Specifically, the Firestrike hubs which are equipped with Ceramicspeed Ceramic bearings. Yeah, I know... this is nitpicking and I apologize.

Functionally they perform equally well. While I can't comment on the improved dimpling on the Firestrikes, having a pair of limited edition wheels (from 404 2nd edition sets produced) gives the bike a bit more swag from regular zipps.

But. They are still Zipp 404s. and that's nothing to scoff about. Not having them wear out because of braking means that these will be with me for a long long time. And I'm happy with that.

Doing tire duty are a pair of staggered Continental Grand Prix TT's in 23mm for the front and 25mm for the rear. Coming from it's tried and tested stablemate, the Conti Grand Prix 2000 SII, I was pleased at how supple the ride is on the TT compared to the 2000 SII. More surprisingly, I didn't notice the return to the 23mm front tires in terms of ride comfort or compliance.

Overall, both 404s feel the same despite me trying to find a difference in terms of ride feel. Perhaps when I change back to Grand Prix 2000 SII's there will be something to report, but right now they feel and function equally well.

If you can't ride up grades, Upgrade!

I wanted to write about the Aeroad Disc in its factory state however, there are already dozens of articles about that so I went ahead with a few upgrades.

Not wanting to leave well enough alone, the first order of business was to source two-piece SRAM rotors. Luckily, my new favorite LBS had them in stock. Events went by in a blur and unfortunately, I was not able to get 'as tested' weights. Comparing both rotors using palm scales, the 2 piece Centerline X was noticeably lighter.

Oddly enough, SRAM's website lists the Centerline X 2-piece rotors as weighing 120grams for the 160mm version.... 8 grams HEAVIER than the regular 160mm Centerline @ 112 grams. Other sites report the 160mm Centerline X at 102g, with the regular Centerline rotors at 129g.... a more believable 22 gram savings per rotor. All is good.

Weight aside, 2 piece rotors are better at shedding heat owing to the aluminum inner layer. Aluminum is three times better at absorbing and releasing heat compared to steel, which comprises the rotor brake surface.

Great job by Canyon to spec 160mm rotors instead of the roadbike defacto of 140mm. I personally think that the 140mm units were mounted on the first batch of road discs to ease the transition of traditional cyclists who are apprehensive of the added weight and rotor size of the disc system. I predict that eventually every bike will come with 160mm rotors over the next few months. Larger rotors present a larger contact area which allows it to generate more friction/braking as well as to absorb and release more heat.

Next up was the gearing. The Aeroad came equipped with a mid-compact (52-36) crank and an 11-28 cassette. A very good all rounder combination and pretty much standard these days. However, I wanted something more comfortable uphill so I swapped these with a compact chainring and an 11-30 cassette.

Net effect of this change is an 11-15.5%. You effectively go that amount farther for exactly the same effort you put in the cranks. Conversely, it takes that less power for the same effective ouput.

Nerding on Gears

Initially, I went ahead and installed the climbing cranks and cassete without installing the recommended WiFli mid cage derailleur.

It worked.

It was functional but it was not ideal. My theoretical 22 possible speeds were reduced to around 19 as some combinations simply did not work or had shifting trouble. I succumbed to the upgrade and had the WiFli derailleur installed as well. Things were working perfectly and I had full access to all ratios available. Yeah, I know all about crosschaining but it may surprise you that SRAM actually encourages people to crosschain!

In an interview in 2017, SRAM's JP McCarthy (Road Product Manager) said

At SRAM we love big-big. ..... we called big-big the 'pro gear’, because professionals would ride it all the time, no matter what their mechanics told them. The same applies to pro road racers. They'll stay on the big ring as long as possible.

There are very good reasons to stay on the big chainring, even as far as the big sprocket:

• Chain management on rough terrain.

• Access to tallest gears without have to shift in front.

• Front shifts are slower than rear and much harder on the chain.

So we would encourage your readers to ride big-big if they like, as long as they don’t experience chain rasp on the front derailleur cage. SRAM 2x11 drivetrains, specifically the Yaw front derailleurs, are designed to accommodate this.

Very little efficiency is lost when cross-chaining. And in the case of big-big, minuscule efficiencies lost to cross-chaining are offset by efficiency gained because of larger bend radii for the chain. Better chain management and easier access to tall gears certainly outweigh any efficiency loss.

So there. Victory for the crosschainers...at least those on SRAM!

On The Road

Everything which makes the Aeroad great is brought back and amplified in this iteration. The front fork is noticeable stiffer than before, perhaps owing to structural improvements to accommodate the disc brakes. Steering input, especially at speed is handled with more immediacy than before.... that notwithstanding the rim brake Aeroad's already outstanding handling.

On comfort, the front tends to transmit bumps more directly, but the tires take away much of the sting. As a system, the Grand Prix TT's work well with the 404s in absorbing road unevenness.

While not designed as climber-specific, the Aeroad climbs very well. Armed with the climbing gears and a stiff BB area make for a rewarding climb.

That being said, I'll have to update how the bike performs on long climbs as my current route only has has broken climbs of around 20 minutes.

Moving to discs adds around maybe 500 grams of weight to the overall setup. This may or may not be an issue to you but my personal experience shows this as a non issue. Aerodynamics? Canyon says discs add 1W of wind resistance.... in short it's negligible.

But the braking....

Hydraulic disc brakes are better in every way except the aforementioned maintenance and installation. The amount of modulation available simply does not exist in rim brakes. The amount of power is much more substantial as well... and available sooner and in more increments.

This is the primary reason for the upgrade and it is all worth it.

Verdict

One of the best just got better. No sacrifices versus the rim brake version, save for the wallet.

Review: Zwift

2018-08-15T20:41:00.004-07:00

So now that you finally have that interactive trainer, what software will you use to run it?

For a vast majority, the answer may have already come even before the purchase of the trainer. And the answer is Zwift.

With 550 thousand accounts as of January 2018, Zwift has proven to be perhaps the most popular indoor cycling training software available. While retaining the familiar training elements found in other trainer programs, Zwift has added the experience of riding in a virtual 3D world with other
Zwifters in real time.

By doing such, Zwift has, almost miraculously, taken away the monotony of turbo training. After all "I enjoy staring at numbers the whole duration of my workout" said no one ever.

Zwift as we know it today began as an idea back in 2014. Long story short, Eric Min, the founder, was a cyclist looking to spice up his indoor training; not satisfied with the options available. He found a post by programmer Jon Mayfield regarding a 3D trainer program. They developed a partnership and in September 2014, launched the Zwift open beta. With the goal to incorporate gaming, social and competitive elements into the software, the team received 13,000 join requests for the 1,000 slots they opened. They knew they were on to something and by October 2015, things got ironed out enough that they went to full commercial launch.

Zwift is available on PC, Mac, iOS and is currently on beta in Android. It uses Bluetooth Smart or ANT+ FE-C to connect to your interactive trainer.

At this point I have to disclose that I absolutely love Zwift. True it has some UX niggles and not at all perfect but these things can be worked around on to a point where it's almost nitpicking to mention these flaws.

Cycling courses never came this perfect.

So what makes Zwift a no-brainer recommendation? Here's a list:

1. The Virtual Environment

Let me rephrase that: IT. IS. NOT. BORING. Trainers can and will get boring. It's just a matter of time. Zwift's gorgeous 3D environment and high quality rendering keeps your eyes and your mind on the road, and gives you an authentic feeling of riding out. That said, this experience is highly dependent on the display device and what hardware you're using to run Zwift. The experience of running it using an iPad will definitely differ to that of a PC using a GTX 1080 displaying on a 75" flat screen.

You have the virtual island of Watopia, based on the islands Te Anu and Naunonga in the Solomons. Here you can ride on piers, islands, underwater glass tunnels and even thru a volcano. Perhaps most challenging is an analogue of the Alpe d'Huez called Alpe du Zwift whiich is located in the same environs. So from Pacific Islands to the Alps, Watopia has it all! That is, if you survive 'till level 12...long enough to unlock it.

Manta rays, lava, birds, wisps of frost and even the Dutch corner.... all here.

BUT WAIT! There's more.

As of August 2018, there are three more locales being rotated with Watopia on a regular basis. First, we have London (where you get to ride through Box Hill and the London Underground). Here you can have a go at the Prudential Ride London course and various sub-routes.

Next we have Richmond, Virginia site of the 2015 UCI World Championships and last but not least, a partial rendering of the 2018 Worlds course in Innsbruck, Austria. The buildings and scenery of the real world courses are wonderfully rendered, and trust me when I say that this has to be viewed at maximum detail (4K setting) to be fully appreciated.

In providing real world courses, Zwift has given everyone a chance to ride these courses and have a taste of what it would feel like to actually be there. Professional cyclists pop up from time to time to actually recon these roads using Zwift.

Reaching for the PRT SCR key apparently reduces your power to 1W.

2. The Social Element

"If you want to go fast, go alone. If you want to go far go together". If you want to do both, go Zwift.

It still brings a sense of satisfaction when I see a fellow Filipino rider when I hit the virtual roads of Zwift. Seeing your flag being carried by a someone going 4.5 watts/kg brings a sort of pride, even if said person is blowing past my 2.0 watts/kg. Better yet, riding with someone you know and comparing notes afterward is not that far off from riding with them in real life. You get to compare which parts killed you, see the same sights and even measure yourselves against each other and the Zwift community in general.

Like Facebook, you get likes to motivate you realtime.... and even gestures to wave or elbow flick people riding aside you.

We have a Zwift community of around 300+ members who do weekly rides and races. Most are serious athletes there for the training and it can get challenging to keep up. But hey, getting stronger is the point right?

3. Gamification

Just like any progression based computer game, Zwift rewards you the more you keep Zwifting. You start with customizing your avatar with various hair, clothing and bike options. Where clothing is mostly cosmetic, your bike choice actually matters. At the beginning of your Zwift career, you have several generic, Zwift branded wheels and frames to choose from. These are rated by stars according to weight and aerodynamics. If you choose stuff with more aero stars, then you can expect to go a wee bit faster on the flats. Choose more weight stars and you will be faster once the grades go up.

Use a TT bike for flat courses.

Some equipment is better than others and you get to unlock them as you go along. Personally, I'm shooting for level 22 because it unlocks the Canyon Aeroad. I already have the Zipp 404s in my inventory so it'll be just a few more levels before I can have the same setup as trainer bike...... you know, for maximum accuracy.

Leveling up is just one aspect. Achieving KOMs is another. There are sprint sections and mountain sections where you can, If worthy, get to wear the Polka Dot Mountain KOM jersey for an hour or the Green jersey for sprint sections.

Drafting another Zwifter reduces the trainer resistance, simulating real worlds drafting. There are boosts to be earned at certain stages, such as a Aero, Weight, Drafting and straight up experience points to help you get to that next level faster.

First person view is immersive but can give you motion sickness especially on twisty descents

FTP is automatically adjusted if you hit a new high, or just do an FTP test

Personally the most challenging virtual climb I encountered: The Radio Tower.

4. Competition

While initially for working out, Zwift's founders found quite a few people getting competitive and having races. So they ran with the idea and introduced racing. Just like real life, riders are categorized by power-to-weight numbers.

A: 4.0 w/kg FTP or higher
B: 3.2 w/kg to 4.0 w/kg FTP
C: 2.5 w/kg to 3.2 w/kg FTP
D: Under 2.5 w/kg FTP

People who would otherwise not be racing are doing crits in Zwift. However as with any other online game, concerns about cheating are always present. Anyone can just drop a kilo or two or three or ten from their declared weight and suddenly ride like a pro. As such, a volunteer group called ZADA or Zwift Anti Doping Agency was formed to review riders performing at elite levels. Yes, you read that right.

It may be comical but sometimes there are real world prizes to be won so this actually makes sense. People flagged by the group are asked to submit real life proof that their numbers aren't spoofs.

Aside from racing, there's also the Zwift Academy. This is an eight week virtual training camp where aspirants go through workouts designed by pro coaches. Performance is monitored and 4 Group rides and two races are thrown into the mix in order to select the three best U23 riders among the group. These will get a chance of a lifetime and attend Team Dimension Data's real life training camp. In the end, the last man or woman standing will receive an actual pro rider contract from Team Dimension Data.

Wow.

Motivational messages painted on virtual roads really do boost morale.

5. Workouts

Don't worry, Zwift has not forgotten your intervals! Out of the box, It comes with several structured workouts to help you lift your FTP. Most beginners will likely choose the 4-Week FTP Booster programme, which almost everyone in the Zwift community attests to boosting their FTP by a mean of 5% at the end of the month. There are also workouts from GCN, workouts sorted by duration or by objective. Long rides, Sprints, Climbs.... it has you covered.

If it doesn't have what you want, you can just as easily make your own workout using the workout creator interface. Thankfully drag-and-drop, creating a two hour workout takes just around five minutes, if not faster.

In the end, Zwift is fun and can definitely give you a workout. While I struggled at lasting more than an hour on the trainer using previous devices. Just this month, I completed a two plus hour ride up Alpe du Zwift. It's really that fun.

The Wrap

Zwift runs on a monthly subscription model which goes for around P700 monthly. Depending on how much you actually use it, this can be viewed as the most expensive trainer software or the cheapest (and only) Cycling MMORPG. The question now is how long will Zwift's dominance last? Two competitors are now ongoing beta testing and both have their own advantages of Zwift. I'm referring to VirtuGo and Road Grand Tours.

Until we see these new guns in their final form, I'm pretty content with Zwift as it is. For me, as long as it keeps me on the turbo longer, every peso spent is worth it.

Now excuse me, but it's time to sweat it up in Watopia. RIDE ON!

The descent from Alpe Du Zwift is exhilarating!

Review: Elite Drivo Interactive Trainer

2018-07-29T20:24:00.001-07:00

Some people are just lucky. Lucky enough to live near a good climb or open, bike-friendly roads devoid of traffic and bad drivers.

For those of us with access issues, we are often relegated to indoor training and weekend rides. No problem there except that, and let's not kid ourselves here, trainers and stationary bikes often become a chore past the 60 minute mark. Music and movies work but only for so long. Weekend rides? Great! Question is, what about your weekday training? And can you really wait that long?

There is definitely a need for quality training at home, at the Cyclist's convenience. Having fun while doing so is a bonus. Enjoying the workout allows you remain in the saddle longer, and thus train longer. If it's not fun, it becomes a chore. It's 2018 and good for us, a slew of new technologies have emerged over the past couple of years to help us address this need.

The Tech

It all began with the introduction of two-way wireless communication protocols like ANT+ FE-C and Bluetooth Smart a couple of years ago. In a nutshell, these two wireless communication protocols allow two way data transmission and control of between fitness devices. In particular, it allowed the development of the Interactive Trainer.

Where previously, trainer resistance adjustment was done manually, Interactive trainers now do so automatically - often taking it's cue from an external source. This may be from a Garmin Edge, a tablet or smartphone or a full blown PC.

With resistance controlled externally, all you have to do is pedal to whatever torturous wattage your workout wants to punish you with, that is. If your software wants you to feel like you're climbing the Huez, your Smart Trainer will make you feel it.

Product Image from Elite.

The Elite Drivo Interactive Trainer

Our paincave is equipped with the Elite Drivo (drive-o). It's was the Italian company's top of the range interactive trainer. We say 'was' as Elite has recently Introduced the Drivo II, which is basically the same thing except with marginally improved resistance and reaction time.

Drivo II aside, the original Drivo still comes with top tier specs:

Direct Drive - This means, that the bicycle's chain is directly mounted to a dedicated cassette on the trainer. The Drivo has a Shimano-compatible spline with a Campy spline available as an option. The primary benefit of direct drive is no longer needing to have a trainer wheel. Very, very convenient.
Integrated Power Meter - Measuring power is central to how the trainer software controls the workout. The Drivo's built-in power meter is claimed to be accurate to within 1%. This is crucial if you don't have power meter, or a hub-based unit.
2300W output - Higher power means more resistance. This means that the Drivo can simulate up to a 24% road gradient. Your knees better be ready as the Drivo can really dish it out in bunches.
ANT+ FE-C and Bluetooth Smart compatible.

While being a range topper, in its core, the Drivo is still a no frills, no bells and whistles trainer. It doesn't have cobblestone simulation or a motor for downhill simulation like the more expensive Tacx Neo but it does guarantee a good workout.

Except for a cassette, the Drivo comes with most everything you need to get started with smart training:

Trainer Skewers
Adapter kits for both Thru Axles and Skewers
ANT+ USB dongle
Cadence sensor (more on this in a bit)
Elite Training Software
Washers for 10 speed cogs

It's almost fully assembled out of the box. You just unfold the front stand, select the appropriate axle adapter and install a cassette. Plug the Drivo to an AC outlet, mount your bike and you're off!

Unlike other trainers, the Drivo doesn't need a riser block for the front wheel to keep the bike level. The rubber pads on the stand can be adjusted three ways to accommodate Road, MTB and CX bikes. This is handy for tweaking your bike fit as you can directly simulate yourself and your bike in relation to the ground.

For the rest of my Pain Cave setup, I chose to use a Windows Laptop and connect it to a flatscreen for maximum immersion. I used the included ANT+ dongle to accommodate my Garmin sensors.

The Drivo transmits its own power and cadence data and you have to choose between this and your bike's power and cadence sensors. The Drivo can actually compute for your cadence but in some sort of redundancy, still comes with an external cadence sensor. I personally I found this too clunky to use so I just got cadence data from my Garmin Vector 3.

Power, Bluetooth and ANT+ Indicators. We're lit!

Once all the sensors are connected, just fire up your training software and start riding away! Virtually that is.

On the (Virtual) Road

For all intents and purposes the Italian torture device is practically noiseless. The only thing you'll normally hear is the sound of your chain going about its job. This actually tells you A LOT about your chain's lube status. Noisy chain? Time to clean and lube.

During high cadence efforts, the Drivo starts winding up the noise. It's not annoying at all as it sounds like an engine going full throttle egging you on to pile up even more wattage.

Steel Skewers do the job just fine

While the setup feels stable enough in use, it can sometimes feel a bit wobbly when mounting from some angles. We can probably attribute this to the short legs of the Drivo which, on the positive side of things, gives the setup a smaller footprint and storage profile.

Resistance transitions are very smooth and road gradient feel vis-a-vis the workout is very realistic, (though half of the credit goes to the training software as well).

I have grown to like the stormtrooper color of the trainer housing and we're happy to report that after four months of constant use, has withstood chainlube splatter well.

Verdict

What it does, it does very well. With over three months and 2,000 virtual kilometers of four to five rides a week at a minimum of 90 minutes per virtual ride, the Drivo has showed no signs of slowing down and has performed as well as when we first used it. Hit an 18% grade and boy, it really makes you feel it! The Elite Drivo is an easy product to recommend, but at a price.

At this point you may be wondering why I haven't touched on my training software. After all, I did mention that the Interactive Trainer comprised only half of the training equation.

For that I use Zwift.

But that is a story for another time.

-A

Thru Axle success.

Review: Fizik Infinito R1 Knit

2018-07-13T06:03:00.003-07:00

A totally unexpected aftereffect of my KT was a decrease in shoe size. Whereas I was previously a size 10 US before, I found out that I was now a size 9.

While this doesn't matter much for real world shoes, it matters a lot for cycling shoes. After all, no one wants unnecessary movement in the drivetrain. Yes, that includes YOU, the motor. All the leg movement you produce must transmit to the pedals, not back and forth nor side to side within your shoe!

So on to the For Sale pages went my old cycling kicks. Ah, R1B Uomos, I shall remember thee fondly. A unique combination of lightness, comfort and minimalist style, these are great shoes, and they are indeed missed.

Shoe sentimentality aside, now came the delightful dilemma of choosing a new pair. I didn't have to look far as Fizik has recently revamped their stable. I came across something very very interesting.

I came across the Fizik Infinito R1 Knit. Knitted cycling shoes...Fun times.

I definitely had to try these. Fortunately, my ever-reliable LBS had them in stock....in Cebu (sad face emoji here). EQ issues aside, I had them ship several samples in different sizes to Manila.

After three full days of waiting, I got the much awaited Viber saying the goods were here. Going through several sizes, and quite unsurprisingly, I confirmed that I had size 9 Fizik feet - Fiziks are true to size like that; quite unlike Sidis where you often had to order half a size larger. I was very pleased that they fit as great as my size 10's on my pre KT feet.

Sold!

Pre Ride

In typical Fizik fashion, the shoes came in a tidy black box with gloss black lettering. And typical for cycling products these days, some motivational statements on the inside. I love Marketing.

...for regular people.

Motivated yet?

The first thing you'd notice about the shoes is the construction. A good portion of the shoe is made of knitted fabric. Not all of it but major portions of the front and sides, all the way back. This black knitted fabric forms a top layer over another layer of red fabric underneath, peeking in between the knits. There are sections where the knit feels like knitted cloth in the same manner as an Adidas NMD. However, there are parts where knit does not, namely in the front and tops. Here, they feel firm and solid. We have reached out to Fizik who informed us that these areas are reinforced with polyurethane film which is 'thermowelded' into the knit, giving the solid shape and structure.

Presenting: The Infinito R1 Knit

The harder portions seem to be imbued with a resin which gives it its shape. On top is where you'll find Infinito closure system. Compared to the Fizik R1B Uomo, the Infinito closure is a bit more complicated in shape. Fizik says that this figure 8 lacing was meant to reduce pressure points. Making yet another appearance are two Boa dials (almost defacto in top-line cycling shoes) which are used to micro adjust the shoe via a series of steel wires and guides.

The front and the rear of the Infinito Knit are coated with what seems like rubberized paint which hides the resin-like material. Unfortunately, mine were scratched in an unfortunate run-in with my front wheel. At least we have a sneak peek of what it looks like underneath.

Ouch!

The underside is once again made of UD Carbon fiber which looks like a carryover from the R1B. In fact, I was able to transfer the heel of R1B over to the Infinito Knit as it wouldn't hurt for some red to break the monotony of the predominantly black shoe.

Heart and Sole made out of Carbon Fiber

Like a Ferrari!

Three scooped vents line the front of the sole with one large exhaust vent and two smaller exhaust vents at the middle-rear. The large middle intake vent feeds air directly into the shoe; you can see through it from the inside.

A new feature which makes an appearance in the Infinito series is the Dynamic Arch Support. Basically a sliver of fabric located on top of where the arch is. I don't yet know if I like it or not, but you can definitely feel it hugging your arch.

You may expect a knitted shoe to weigh less than its full faux-leather counterpart but you'll be surprised that the Infinito Knit weighs a bit more than the plain Jane Infinito. At 299.5 grams per shoe for size 9 (measured: L-301g, R-298g), the Knit is 23 grams heavier than the plain Infinito but an estimated 10-15 grams lighter than a similarly sized Sidi Shot.

On The Road

Compared to the R1B, the Knit is oh so slightly more difficult to get into and out of. This owes to the shape of the Infinito system. It's not like the two simple overlapping layers of the R1B Uomo. The more complex 'lacing' of the Infinito series makes the opening much smaller. That being said, the opening is still quite generous compared to other shoes we've tried, and this might be just nitpicking.

Not Louboutins

The overall Fizik shape remains the same with a generous toe box compared to same sized Sidi models. The good news is that the Infinito system grips tighter or should I say, more accurately than the R1B. Where the R1B just hugs your feet, the Infinito closes in and tightens more in areas which have greater room. And remember the Arch Support, you can feel it once you slip into the shoes but quickly forget about them.

On to the ride!

The carbon sole does its job conducting the watts you generate onto the pedal. They're quite stiff, as can be expected from a modern carbon-soled shoe.

The ventilation is top notch! The central front vent has a lot to do with this as you can clearly feel air tickling your toes at speed. What's most impressive is the lack of heat buildup. This is where the Infinito Knit really stands out as there's porous fabric material over your toes which don't restrict heat and moisture from flowing out.

This is definitely top of mind for summer shoes but I probably cant say the same for wet weather scenarios. Overall, they feel like the previous range topping R1B Uomo. If you didn't know it, I'd bet you'd be hard pressed to tell these were knitted.

Care should be observed apres velo as the sole is very very slippery. There are no soft rubbery surfaces underneath for the shoes to grip with so cleat covers are a must.

Are knitted shoes the next big thing or just the latest Cycling gimmick? Who knows? Giro's came out with the Empire E70, and maybe other manufacturers will follow suit.

Is it for everyone? Probably not. Then again, no shoe is.

Is it for racing? Nah, lot's of weight weenie shoes out there much lighter than this.

But if your'e looking for all day comfort and cooler toes, you'd definitely want to check these out.

Verdict

Top notch all day ventilation at the cost of a bit of weight and a lot of pesos.

-A

Image from fizik.com

Of Cycling and Kidney Transplants

2018-07-09T05:25:00.006-07:00

It's been a while.

Unfortunately for me, cycling has taken a back seat to more pressing matters.

You see, all this time I was living with diabetes and it progressively got worse to a point where it started to affect my kidneys.

Things took a turn for the worse in June of 2017 when tests for an unrelated medical emergency revealed that my creatinine levels were off the charts at 11.6. This is exactly 11.6 times more than normal. So right then and there, I was forced to undergo my first hemodialysis session. To prevent seizures and basically stay alive, I had to go to the hospital three times a week for four to five hours at a time and get this treatment.

As you could probably imagine, this takes away much time from regular daily activities. For me, that's mainly work and sadly, exercise. The process itself is somewhat painful as two really thick needles are inserted in veins in your arm before the process can even begin. Aside from needle insertions, the dialysis itself takes its toll on your body as it physically leaves it weakened and exhausted.

Getting on a bicycle was the last thing on my mind. Dialysis became my life for the next six months and I eventually got used to the routine. Right about that time was when I had the mental overhead to actually start missing Cycling.

I attempted to ride on weekends in between sessions. And while I enjoyed it, there were just too many things going on that it almost takes away the fun. Things like my fistula aching if I run over bumpy roads... or reminding myself constantly not to hydrate too much... or just the plain tiredness after pedaling short distances. I would say that the greatest toll on me was the overall psychological effect of knowing you can no longer do the things you know you can easily do before.

I stopped cycling altogether.

There had to be another way.

Fast forward to January 2018. I was in the middle of an understandably bureaucratic and medically laborious process of qualifying for a transplant. I had to face arrays of medical exams, government clearances and psychological evaluations plus several panel interviews to boot. But in the end it was all worth it. I received an approval to have a kidney transplant.

On February 5, 2018 6:00am, I said my prayers and went to anesthetic sleep. The last thing I remember was my anesthesiologist small talking and how pretty my OR nurse was. By the same afternoon, I woke up in my room, all extremities bloated with all manner of tubes sticking out of different parts of my body.

Strangely, I felt.....normal. At least as normal as the Morphine would allow.

It was all good as my newly implanted kidney was working doubletime and I was up and about as far as the cables allowed.

When the morphine wore off reality sank in. I had an eight inch incision lined with staples in my lower abdomen. I can't get up from bed on my own and everything outside of breathing was gonna need to be done with assistance. I got out of the hospital after eight days.

The next few weeks saw me in isolation from the world. Immunosuppressant medicine made me susceptible to the most common of illnesses. I caught the colds from a relative and even when my doctor prescribed the very potent antibiotic Zithromax, it still took two weeks to go away. With books and a PS4 to keep me company, my recovery went faster than usual, thankfully.

I started to get out of bed on my own, slowly. Walking was my only exercise. Walk... to the fridge, then downstairs, then to the garage. The doctors said I was progressing faster than expected. It was music to my ears! I knew cycling was just a matter of time...

Finally, one sweet day in April, I was cleared to do light exercise.

I'm not sure what my doctor had in mind but I immediately picked up the bike and went for a short ride around some familiar haunts. It was glorious! My new kidney was kicking it and I sweated like I never did before. A welcome side effect was a ten kilogram weight loss. My legs lost much of their power and mass over the past few months but now they only had 72 kilos to push around. Everything started to feel better, even if it was difficult at first.

I loved that I was back.

After a couple of light steady rides, I realized that I needed to maintain steady exercise. To that end,
I decided to acquire an Elite Drivo interactive trainer and work out for at least an hour daily. This proved to be an excellent decision!

In combination with Zwift, I was handily doing trainer workouts in excess of an hour. Whereas previously, it was a chore to do an hour's work on a trainer, the virtual environs of Zwift took care of distracting my eyes during the workouts and its gamification of indoor rides kept me motivated.

Heck, as of this writing I already rode up a virtual Alpe d' Huez called Alpe du Zwift. Twice.

Virtual training helped me regain my strength. It even came to a point where I almost burnt out from chasing FTPs. But as fun as Zwift is, the road is where it's really at.

There were still a lot of things to mind in road rides. I should never, under any circumstance, be dehydrated. Some of my meds made me more prone to cancer so I had to double up on the sunscreen.

It was all worth it though. My only takeaways of this ordeal are some scars, minding healthy eating and constant exercise. Everything that happened before seems like a distant memory.

I'm just glad that I'm back!

......and upped my FTP by 60%

Light Exercise

See you on the road!

-A

Riding on 28mm Tires [2018 Update]

2016-05-04T02:34:00.002-07:00

Back in February, I came upon an article which told how Alexander Kristoff used the Canyon Aeroad for the 2015 Paris-Roubaix. For the uninitiated, the Roubaix is a punishing road race run containing several sections of cobblestones (really big rocks used as pavement). Under the circumstances, most riders would select an endurance/comfort frame rather than an aero frame for this particular race with the hopes of mitigating the effects of the harsh cobbled surface. Kristoff 'only' finished 10th, but this is actually decent considering that cobblestone races punish the best of riders, many of whom do not even finish the race. This after taking top honors with the Aeroad in the 2015 Tour of Flanders, another cobbled classic.

One thing the Katusha mechanics changed in the bike setup were the tires. They used 28mm tires on the Aeroad.

Nearly every road cyclist now is aware of the advantages of using wider tires, of how rolling resistance and ride comfort are improved at the expense of gaining a few grams of weight. Manufacturers now are steadily pushing 25mm's over 23mm tires in their product lineups, even in budget setups.

Indeed, 25's are becoming mainstream. So how does the next step up perform compared to the new standard? The fact that someone shoehorned a 28mm tire on an Aeroad sent me scrambling to get one and try it out myself.

Is there really an advantage to riding on 28's?

Going through a roll call of local shops, the best I could find were some Continental 4 Seasons and some steel wired Kendas. Nothing against these, but these aren't the tires I was looking for.

To the internet I went and after a few days I had a pair of 28mm GP4000S2's on my work table. Everyone has their tire preference and this is mine. The GP4000's are a staple at the Roadiemanila stable (!).

Anyone who's worked with the GP4000 will be right at home with the tires. The all too familiar tread pattern, the directionality. All that's changed is the weight and girth of the thing. The 28mm Continentals weigh in 35 grams heavier than their 25mm brethren. Ours weighed in four grams below the manufacturer specs (this is always a good thing).

Weight Weenies wold shed tears at the ~35g weight gain over 25's

Despite the extra width, mounting was uneventful. When inflated to 90psi, the 28mm Contis expand to 29.4mm as mounted on 25mm wide rims (Reynolds Assault SLG). Clearance is something you would definitely want to check before purchasing a tire of this size for your bike.

29.4mm @ 90 psi

I only mounted the 28 on the rear and transferred the previously installed 25mm to the front. This would place toughness on the rear tire while retaining steering agility up front. I also wanted to avoid the full weight penalty of a full 28mm setup (a potential ~70g).

The Ride

As we don't have scientific equipment to measure rolling resistance, we'll recount how our experience went with the wider tire.

I dropped the pressure to 85 psi and rode. I am quite familiar with how a 25mm tire feels at this pressure simply because this is my default.

Remember the feeling when you first swapped your 23mm tires to 25's? It's that exact same feeling all over again!

The 28's roll a bit better than the 25's at the same pressure. Again, the effect is similar to moving to 25's coming from 23's. More noticeable is the comfort provided by the wider tire. While you can still feel bumps as you roll over them, they are much more muted.

Weight? Although the 35 gram rolling weight penalty might sound like a lot, it only makes its presence felt at the scales. In-ride it was hardly noticeable... it did not matter that much in the hills.

As seen in the image below, mounting 28's on the Aeroad removed the wheel well gap behind the seatpost. While this looks good aesthetically, downside is when the tires pick up some sticky debris, there's a tendency for this to scratch the inner side of the seat tube. I managed to remove those scratches with some automotive wax. Owners will have to decide if this is a deal breaker in pursuing 28's.

Flush.

Compared to thinner tires:

1. 28's have lower rolling resistance at similar pressures
2. More comfortable ride quality at similar pressures
3. Meatier tires are bit thicker and should last longer if made from similar compounds

The only downsides are:

1. Should be less aerodynamic due to the lightbulb effect - more so if mounted on <20mm rims
2. Weight

Ultimately, it's up to the individual cyclist to decide whether to go with the upsize or not. In my case, the advantages outweigh the cons. I'm happy with the switch and consider 28's a good upgrade.

!!!UPDATE April 2018!!!: I have reverted to 25mm tires. While the 28's clear the frame, this only holds true in perfect conditions. Riding on wet surfaces is a different matter as the tires tend to pick particles up, forcing them to rub the lower seattube. Damage was cosmetic and reverting to 25mm was done to prevent further deterioration. While everything said about 28mm tires holds true, factoring in debris should always be considered when checking for frame clearance.

Review: 2015 Canyon Aeroad 8.0 CF SLX

2015-12-25T07:55:00.000-08:00

Canyon isn't exactly a household name in the world of cycling. With its origins dating back to the mid eighties, the German brand was formed in 2001 in the city of Koblenz; a relative youngster in an industry where some players boast of being established in the 1800s. While not exactly a mass market name, the Canyon brand is a familiar name for those in the know as it supplies frames to professional powerhouse teams Katusha and Movistar.

Canyon is known for its direct sales business model. Customers order their bikes via Canyon website and expect direct to doorstep deliveries in a few weeks (or a few months). By eliminating the whole distributor-dealer chain and commissions, Canyon able to offer their products at an exceptional value and with equipment levels several rungs up their competitors' offerings.

And a few months is what it took to get my hands on my current road bike and subject of this article, the Canyon Aeroad CF SLX 8.0 Di2.

Unfortunately, the Philippines is not among those countries Canyon serves. Acquiring this bike required a bit of creativity but we managed to pull it off. A few months into ownership, I'd say the whole exercise was well worth it!

The Aeroad 8.0 spec sheet is pretty impressive. Full Ultegra Di2, Reynolds Strike SLG full carbon wheels and a finishing kit worthy of bikes more upscale.

The Frame

The aptly named Aeroad is Canyon's entry to the ever expanding aero-road niche. Unlike other brands which offer different carbon layups of the same frame design in the hopes of upselling, all aeroad frames from the bottom range model to top-of-line feature the same carbon composites and differ solely on bundled equipment.

On its second iteration, the current Aeroad is a thoroughly modern design with the expected aerodynamically optimized tube shapes and profile. If there's one thing which the Aeroad screams, it's the word "Fast". The frame features Canyon's Trident 2.0 tube cross-sections which are a varied mix of different Kamm style shapes; some feature longish truncated foils like the down tube and some are much shallower like that of the seatpost.

As in almost all modern aero-road bikes, the rear seat stay is mated to the seat tube well below the top tube level. The overall look is very sharp, with the top tube itself almost horizontal. The rear wheel is shielded from the wind by the lower seat tube which was reshaped to double as a cowling. The top of the forks blend smoothly with the headtube, again for aerodynamics.

Aero moderne: shielded rear wheel and low mounted seat stays

Smooth Fork-Frame transition

Adding to the overall sharpness is the Aeroad's electronic integration. The Di2 battery is tucked inside the downtube, nowhere to be seen. The junction box is also cleverly hidden, this one under a small compartment underneath the handlebars, resulting in one of the cleanest full electronic installs in the market.

Also worth mentioning is the adjustable rake feature of the Aeroad. By repositioning aluminum shims at the end of the fork, users can set the rake (fork offset) to two positions: Agile or Stable. The shims did not feel flush when mounted in Agile mode so back they went to the default Stable.

The body is finished in matte black, accented with gloss black accents and logos. While I'm all for the "murdered out" black look, I felt there was nothing wrong with a little brand recognition, hence the sticker job.

The choice of sticker color was deliberate. We wanted to offset/match the Dura Ace cranks, hence silver.

The Components

Groupset

The Aeroad 8.0 comes with full Ultegra Di2 components. Unfortunately, I was unable to test this as we immediately replaced this to Dura Ace Di2. I was hesitant to go electronic as I found nothing wrong nor room for improvement with the Dura Ace 9000 mechanical group. But seeing how prices and components were laid out in the Aeroad lineup, going electronic was almost a no brainer. (not to mention I wanted the H11 handlebars and the Reynolds Wheelset).

Di2 is indeed better than mechanical. Consistent shifting, front and rear, every single time. Auto trimming on smaller cogs, programmable long press behavior and shifting speeds.... This is not something a mechanical 9000 user would exactly crave for but once you go Di2, it's very very hard to imagine going back to mechanical. Another bonus: you will see your mechanic less for tuneups. A lot less.

Another first for us are Direct Mount brakes. Arriving at the same time as the bike were a pair of Dura Ace BR-9010 front brakes to replace the Ultegra Direct mounts which came with the bike (the Aeroad does not use the rear-specific design). The only difference we see with the direct mounts versus regular brakes are the two mounting screws versus only one on regular brakes. I can't really comment on how well these work compared to the run of the mill Dura Ace brakes since it has been a while since I was on regular BR-9000s but they compare well to the TRP aero brakes on our Argon 18 Nitrogen. And those have a lot of stopping power and good modulation.

Contributing to stopping power are the updated Reynolds Cryo Blue POWER brakepads. These are a whopping 44% larger than the regular Reynolds Blue pads. Indeed, carbon braking has come a long way and these parts already perform no different from their alloy counterparts.

Wheelset

As with the group, the Reynolds Strike SLGs which came with the Aeroad were likewise replaced with Reynolds Assault SLGs before ride number 1. While the Assault SLGs are a modern design featuring a 25mm width which mates perfectly to 25mm tires, its 62mm depth is a bit too deep for all around riding. The 42mm Assaults, however, are just right. They also weigh 120 grams less at 1515g. Tires are GP4000 S2's from Continental. These come in staggered configuration with 23mm for the front and 25mm for the rear.

Cockpit

While certainly not the first implementation of an integrated bar and stem, the H11 Aerocockpit CF may be the first to do so for aerodynamic purposes. Frontal area is reduced by flattening the bar and airflow improved by rounding out the shape.

As previously mentioned, the Di2 junction box B is housed in a groove underneath the stem portion of the bar. Canyon claims 5.5 watts of aerodynamic improvement over a conventional rounded bar and stem. We'll have to take their word for that. What we can tell is that this is a beautifully crafted piece of carbon fiber. And while we'd rather have shallower drops, found the 128mm drop on our bike quite workable.

Junction B feels cozy in there

Worth mentioning are the minor design details which show the Germans think of everything. The "stem" cutout is diagonal to more evenly distribute clamping stress and the aero shaped headset spacers have pegs which keep allow them to stack like loose lego bricks.

Optional Bits & Other Pieces

We also got a couple of optional parts specific to our needs. First is the 9mm seat clamp for carbon railed seats. We needed this to mount our SMP Compost CRB. Next is the Garmin Edge mount for the H11 cockpit. Why give up all those aerodynamic gains by using the Garmin rubber band mount? Do we need to mention it looks really snappy?

Also carried over was our incumbent SMP Composit CRB saddle, KMC X11SL DLC black chains and KCNC Skewers.

H11 with the optional Garmin Mount

On The Road

Believe the hype: The Aeroad is a legit race bike.

Ride leisurely and the Aeroad behaves like any other carbon bodied bike. Stable, compliant and dare we say... almost borderline comfortable considering the bike's primary mission. Pile on the wattage and the Aeroad comes to life. Whether it's the frame's stiffness or the aerodynamics, the Canyon will keep up with your best effort; rewarding you with more and more speed the more you put into it. The 23mm front tire turns quicker than when using 25mm tires. A small advantage, but it's there.

Finishing off the build with a Stages Power Meter and Keo Blade 2 Ti Pedals

And it's not just an aero-road bike but a talented all rounder.

The bike weighs in at around 14.9 pounds with Look Keo Blade 2 Ti pedals installed and while not a dedicated climber, it does adequately well in climbs and is perfectly stable in fast descents. More proof of the Aeroad's flexibility: Alexander Kristoff of Katusha opted to use one for the torturous 2015 Paris-Roubaix instead of Canyon's all rounder Ultimate CF SLX. He finished a decent tenth place in a field of 133 finishers and 67 DNFs and OTLs. Oh, and he used an Aeroad to win the 2015 Tour of Flanders, a race with cobbles, climbs and sprints and everything in between.

The Aeroad is almost universally acclaimed by the world's press, and personally I find it hard to fault. As of the end of 2015, this may not only be the best bike for the buck...but possibly the best bike out there.

Verdict

We're in love! It's hard to think of any negatives for the Aeroad. Acquiring one, if Canyon does not service your country, is another matter altogether.

Review: Selle SMP Composit

2015-10-27T00:59:00.001-07:00

Saddles take time to figure out. We all have our anatomic differences and personal preferences and finding the right one requires a fair bit of research and a little bit of luck. Once you settle on a certain saddle shape, it would usually take a lot to convince you to shift and move to another shape/brand.

Such was my current experience with the Fizik Antares. The shape such a good fit that I did not consider looking for another saddle. At least not until a chance conversation with a cycling buddy brought to light a saddle which, according to him, gave his rear end less issue than the Antares on long rides.

Enter Selle SMP.

This Italian saddle maker has been in business since 1947 and their products are based on a unique shape. They have a wide range of products which cater to different pelvis widths and padding preferences.

Browsing through their catalog, I settled on a carbon railed, carbon bodied, leather wrapped contraption called the Composit CRB. My first new saddle in almost half a decade.

The Saddle

First things first. The Composit, and most SMPs in general, are not as photogenic as a Fizik Antares. Where the Antares is looks very sharp and simple, the SMP is curvy and somewhat out of place on an angular, modern race bike. The look takes a bit of getting used to, but as previously mentioned, these design details give the SMPs their identity and their functional advantages.

Let's take them point by point:

1. The Eagle Beak nose - May as well be SMP's defining design detail. Their press materials state that this is supposed to prevent urogenital crushing. Yep, we certainly don't want our urogenitals crushed. Seriously, though, this feature is much appreciated on the drops as there is less pressure on the groin area leaning forward. Another observed plus is it's a lot easier to return to the sitting position coming from off the saddle standing efforts.

2. Curved Top - The upward curve of the rear keeps you secure when pushing hard on the saddle. Depending on the amount of lean you take, the curve contacts different parts of the sitbones, offering relief where needed. The Composit is a one position saddle.

3. Central Groove - Prevents nerve and blood vessel pinching and provides ventilation. More than anything else, this keeps you riding longer.

The Composit CRB is made with a carbon fiber body wrapped in leather. Padding is nonexsitent. Rails for our model are also in carbon fiber, saving 50 grams from the stainless steel version. The all carbon Composit CRB weighs in at 160 grams.

The leather cover is adorned with brand embroidery. While I prefer plain all-black, this is something we can with.

On The Road

What can we say? Those features combine to make one very comfortable saddle...shape wise that is. One thing that immediately stands out is the lack of padding. Of course, that's by choice. Selle SMP offers a whole range of similarly designed saddles in different widths and different levels of padding. If you're decided on getting the Composit, make sure you have a decent set of bibs with a great set of pads to take the sting out of road bumps.

Getting back on the subject of shape, the Composit's features really allow you to ride longer. It feels as if only the sitbones make contact with the saddle as thigh rub is kept to a minimum and the sensitive bits have minimal contact thanks to the large groove in the middle.

As mentioned, getting your pelvic measurements is key as it will point you to the right saddle model within the SMP range. The Composit range is suited for riders of Extra Small to Medium built.

Verdict

This curvy piece of handmade Italian goodness is definitely something to try. Saddles are a personal thing but in our experience, using the Composit CRB was rewarding. Make sure you have a decent set of shorts though.

Can't get more Italian.

Review: 2015 Argon 18 Nitrogen

2015-09-01T09:35:00.001-07:00

Sometime March 2015, after 9,167.3 blissful kilometers with the road aero pioneering Scott Foil, I gave in to upgraditis and decided to get a new frame.

Being an early adopter of road aero, any and all equipment I decide to purchase must be as aero as possible. It goes without saying that my next frame should be as well. To be honest, I am not really sure if it makes any difference in making my cycling any faster, but aero looks fast....and if it looks fast, it looks good. Just like a fighter plane. The aggressive looks of an aero bike is a quality in itself.

Superficial, yes. But if we want to be technical about it, aerodynamic benefits work at any speed, albeit exponentially the faster you go. The bicycle makes up 20% of a cyclist's surface area, with the cyclist himself taking up the rest of the 80 percent. Any aerodynamic efficiency against the bike's 20 percent contribution to drag should enhance performance. Yes. Memorize and repeat....memorize and repeat.

So off I went to that happy place somewhere in Pasay. In one of the shops, as if written on a movie script, I looked up to find an Argon 18 Nitrogen in my size just hanging from one of the shops' ceiling. Luck.

The first full on roadbike I had was an Argon 18 Radon and I'm quite familiar with the Canadian maker's products and quality. Getting another Argon made sense and was like a coming home of sorts.

2015 Argon Nitrogen, Most likely in Medium/Large - Photo credit: Argon 18

The Frame

Argon 18 has extensive experience in designing aerodynamic frames. In fact, they several time trial bikes currently on offer which, along with the UCI approved Nitrogen, benefit from this experience.

Unassembled, one would be forgiven for mistaking the Nitrogen as a TT frame. It's certainly easy on the eyes. With aero features like a thick seatpost, rear wheel cutouts and aero brakes, the Nitrogen certainly has that 'fast even while on the bike stand' look. That being said, the Nitrogen looks better from sizes Medium and up. Small and Extra Small have this pinched head-tube look and the rear seat stay goes up until nearly the top tube. (We prefer it connecting to the middle of the seat tube-a la modern 2015's bikes, thank you).

The Author's Nitrogen. Right at home in the living room. Note where the seatstays start.

Upon closer inspection, it becomes apparent that Argon 18 pursued a different path in designing the Nitrogen. Argon 18 decided to use more traditional shapes in its choice of tube cross sections. Unlike most of its aero road competitors, it does not utilize a truncated airfoil or Kamm-Tail tube design. Bikes such as the road aero pioneer Scott Foil, the Trek Madone and the Canyon Aeroad all utilize the Kamm design to marry the opposing requirements of stiffness and aerodynamics.

The Nitrogen, instead, goes with long and thin teardrop airfoil shapes which can be seen in the slender seat stays and the seatpost. Curiously, the downtube cross section is neither Kamm-Tail nor teardrop but is of oval shape. The seatpost is reversible; you get either 72-76.5 degrees or 78 degrees.

Aero setback seatpost.

That's an Italian Flag there. Just saying.

Other wind-cheating features include the TRP v-brakes which are flat and are hidden from the wind by virtue of being mounted on the aft ends of the fork and chainstays. Keen observers will note that the rear seatstays no longer connected by a bridge as the brakes are mounted directly on the stays.

Front V-Brakes. Hidden from the wind.

Rear TRP V-Brakes. No seatstay bridge.

Also, aerodynamically shaped headset spacer caps are provided in several different heights to help guide air around smoothly in this area. Brake and shifter cables are internally routed; de facto nowadays for any modern top tier bike. The rear wheel arc eats into the lower rear seat tube section, shielding the anterior wheel edge from the wind. We used 25mm Continental GP4000S' tires there without any clearance issues.

Headset spacer cover. Aerodynamic, of course.

Wind tunnel test results from Argon suggest that they have created an aerodynamically sound frame. Second only to the Cervelo S5 in terms of overall performance at multiple yaw angles. Of particular note is the Cervelo's performance at 0 degrees (head on wind), and how both the S5 and Nitrogen both leave the rest of the pack behind at this angle.

A Nitrogen frame in Medium weighs in at 960 grams. It's not gonna win any weight weenie contest with this figure but it's still far from being considered porky....just don't challenge an Emonda at the scales. Unfortunately, we were not able to put our XS size frame on the scales because of the rush to upgrade.

Rear wheel eats nicely into the lower seat tube. 25C tires shown.

On The Road

The first thing which stood out with the Nitrogen was its comfort. Having been used to the Scott Foil, whose ride may be described as harsh, riding the Nitrogen is a welcome relief. Enough so that it brings back memories of the Cannondale Supersix HM which was (and still is) my bike of choice for rougher road surfaces.

Handling is right about average for a modern carbon bike which is good. Yes, bikes have progressed to that point where they all mostly track like a diving falcon on steroids. Compared to the Foil though, the Nitrogen gives up half a point on this category. So too with stiffness. Whereas the Foil was designed to cut and thrust, the Nitrogen is more of a cruiser, happier with zipping along at high speed than engaging the next chicane. But this does not at all mean it can't!

What did surprise was the braking power. Yes, it's that good. Even better than the Dura Ace BR-9000 units we had installed in the Foil, the TRP-Argon units grip so strong that you almost feel scared that your carbon wheel brake surface might just light up and flame away.

As usual we do not have any professional equipment to measure aerodynamic efficiency. We'd avoid using that oft-used cliché of feeling like continuous tailwind was behind us and just say that the Nitrogen zips along merrily, comfortable and confidently at speed.

Verdict

The Argon 18 Nitrogen is a serious aero contender for your hard earned money with top notch features.

-A

Review: 2014 Reynolds Assault SLG

2014-02-25T05:16:00.000-08:00

Fresh off dipping my toes into carbon clincher waters via the Reynolds 46C, I immediately went to look for something more modern. I wanted a wheelset with a toroidal cross section, light weight and the requisite wide track. These wheels need to be priced far enough from Zipp and Enve to make sense not getting the after-mentioned wheels.

With Reynolds really making a fresh, good impression I didn't hesitate to pull the trigger (or rather push the Buy Now button) on a pair of 2014 Reynolds Assault SLGs.

Indeed, the spec sheet was impressive. Toroidal - check. Wide - check. Lightweight - check. Affordable - hmmm okay, check.

A few emails to my USA shipper and a few days later, the Assaults have arrived.

Tech

There is much to like about the 2014 Reynolds Assaults.

First, the depth. The Assault SLGs come in at a very very sexy 41mm rim depth. I would like to say that for a Roadie like yours truly, this depth is just PERFECT. It looks deep enough to be aero yet thin enough to suggest rapid acceleration. Who would have imagined that just shaving off 5mm from the 2013 Assault depth would make much of a difference.

Reynolds 46 C and Assault SLG - 46mm and 41mm

Second, the width. At 25mm wide. The assault SLGs give you width and then some. When paired with our staple 25mm GP4000s', we were presented with a very clean tire-rim profile without the lightbulb shape which would have been present in the case of 25mm tires and 21mm> rims. This would surely please a lot of aero geeks (oops....enthusiasts) out there. Aerodynamics aside, we were surprised at how low we went with our air pressure. More on this later.

Third. Weight. Our sample came in exactly at the manufacturer's claimed 1475g (Front: 649g, Rear: 826g - no tape and skewers). The Assault SLGs do not really stand out from the crowd in terms of overall weight. But - the listed weight is not bad at all, given the 25mm width.

Straight pull hubs are by Reynolds Racing and spokes are DT Swiss Aerocomps. Twenty radial spokes in front and 24 in the rear mounted in a two cross-drive side pattern.

The Cryogenic Glass Transition (CTg) brake surface which is present in our previous 46C clinchers makes is also incorporated into the Assault SLGs. CTg is a series of different compounds and materials which are designed to better withstand the heat produced by braking. And of course, the system requires the use of Reynolds' Cryo Blue pads which are solely to be used with the CTg surface.

Reynold's Swirl Lip Generator (SLG) is also featured in the Assault SLG :). SLG is a very small protrusion on the inner edge of the rim which disrupts passing air enough to replicate the airflow of a wider rim. The effect of which is smoother, and therefore faster, airflow.

Spoke nipples are external; this should please a lot of cyclists who do their own truing.

Graphics are thankfully subdued, with the logos and names printed in thin white outlines.

Veloplugs

This was our first time to try Veloplugs as well. In an effort to keep the set weight below 1.5kg, we used these marvelous contraptions to keep the weight down. And they worked! At an estimated 5g per wheel, we saved somewhere in the region of 30-40 grams compared to the supplied tapes.

Weight weenies rejoice!

Oh, and just so everyone knows, we used the Red Veloplugs for the Assault SLGs.

My sincerest apologies for using an Instagram pic of the plugs

On the Road

During our first time out with the Assault SLGs, we experienced a very loud squeal coming from the front brakes when applied at medium to high speed. While disconcerting, we easily remedied this by toeing in the pads. Although recommended, this was something we never had to do with the 46Cs.

Almost Immediately the 25mm width's advantages made itself felt. While we typically run 95/100 PSI front/rear. We purposely pumped in 90/95 during our first ride. It made a bit of a difference. Subtle but noticeable. And after several more rides and a few pounds of rider weight loss, we now run the Assault SLGs with a tire pressure of 75/85.

The ride at this pressure is simply amazing!

Acceleration is very good and so is the handling. The stiffness of the 46Cs is still there, but fortunately, much of the bite from road bumps are taken out by the tires.

One thing that these new aero shapes do well is handle crosswinds. The Assault SLGs are no exception. Although you still feel sudden sideward gusts, they are a lot less noticeably felt and you can easily power through constant sidewinds from 3 o'clock to 9 o'clock.

We really like the Assault SLGs and it seems these will be mounted on roadie for quite a long time.

Looks perfect on the Foil

Verdict

Equipped with the latest in wheelset tech. Not exactly cheap but the money feels well spent.

Review: 2013 Reynolds 46 Clincher

2014-02-25T03:01:00.002-08:00

December 2013 - I have always stuck to rims with aluminum brake surfaces as they allow me to brake as I please and as hard as I please without much thought about delamination or warping. Indeed, the internet is filled with such horror stories due to failures related to brake surface overheating.

This was until I test rode a friend’s generic 50mm carbon hoops. I was immediately blown away by the weight... or rather, the lack of it. After rolling on 1700 gram Shimano C50’s for the better part of the last year, riding on sub 1500 gram wheels was difference as distinguishable as night and day.

Hill climbing became less of a chore and we went through said uphills a tad faster than normal.

That said, I still hesitated on getting a set. What if it rained? Carbon wheels are notoriously poor in stopping in the wet. What about long descents where you had to sustain constant brake pressure? Conditions which are reported to be the cause of warping?

Pass.

One day, on a random visit to my favorite brick and mortar LBS, the Godmother herself saw me looking at some carbon hoops and gave me an offer I can’t refuse.

I went home with a pair of 11-speed compatible 2013 Reynolds 46C's.

As much as I hate to admit it, I was pretty excited to leave my alloy brake surface comfort zone and put on new wheelsets. I suppose any Cyclist would feel as giddy whenever such a new equipment scenario presented itself.

On a side note, I would have gone for a more popular and affordable offering from the Reynolds stable, but to be frank, I didn’t quite warm up the graphics on the 2013 Assaults. But subdued graphics, DT hubs and better spokes were enough, in my mind, to pay extra for the 46 C’s.

Tech

Sporting a more traditional 21mm width and regular V-shaped cross section. The 46C does not sport the now de rigeur toroidal shape nor the 23+ mm width of its newer competitors. Be that as it may, doing so has made the 46C’s innately light without delving into exotic carbon layup territory. And for more than a few cyclists, light weight is an advantage in itself. Although based on what we would now call old tech, the 46C is not without its own aero tricks. Reynolds have incorporated their SLG (Swirl Lip Generator) technology to the inner edge of the rims. This, Reynolds claim, reduces drag on the 46C by approximately 20% at 10 deg yaw,

The wheels came in at a listed 1440 grams, roughly the equivalent of the Shimano WH-9000-C24’s we’re so fond of. But of course the 46Cs come in a more aero-friendly 46mm depth profile. As an aero road frame user, it makes perfect sense to mount aero wheels to match. The 46C's Simple, smart graphics is always a welcome bonus.

To address the extended braking scenarios, Reynolds integrated their CTg braking system in the 46 C. The CTg (Cryogenic Glass Transition) System is Reynolds’ patented rim-pad pairing that enables so equipped Reynolds wheels to run up to 53% cooler compared to standard carbon-pad combinations’. In effect, CTg uses different kinds of carbon laminates to transition from the brake surface to the rim itself. This creates a heat sink effect wherein the brake surface passes heat onto other areas on the rim surface where passing airflow helps dissipate the it.

This ensures smooth and predictable braking performance and dependability. As a system, users are required to use the included Cryo Blue pads else the warranty is void.

Handling mechanical duties are DT Swiss straight pull hubs. Spokes are DT Swiss Aerolites. The front is laced radially with 20 spokes while the rear has 24 in two-cross config. This configuration, like it or not, utilizes internal nipples. While we are sure this aids with smoother airflow, it’s certain to turn some off from doing frequent DIY truing.

For 2014, reynolds have replaced the 46 C with the 46 Aero model. This updated wheelset sports a whopping 26.2mm width with aerodynamic features similar to the current 58 Aero. Weight has grown to 1505 grams though.

All in all we were very satisfied with the 46c's.

On the Road

The first thing we noticed about the 46's other than weight is the stiffness. The wheels give the impression of immediately transmitting pedal input to the road where it belongs. Spinning these wheels up from a standstill is very very easily accomplished. At speed, the wheels hold speed quite well.

We used the 46C’s with our favorite 25mm GP 4000s’ without a problem. Although this produced a pronounced ‘lightbulb effect’, we felt the immediate benefit of a smoother ride due to the reduced air pressure possible with 25mm tires.

The DT Swiss hubs are smooth and quiet. Perhaps too quiet as we frequently had to call the attention of pedestrians and fellow cyclists as we went freewheeling.

We had the chance to test braking performance on a winding 8km descent from Bugarin. We have to admit that carbon braking takes some getting used to in terms of technique. However, the change is not that far off from alloy as it involves anticipation, timely deceleration and alternating between front and rear brakes. We do miss the ability to gun the brake levers all the way down though.

Unfortunately (or perhaps fortunately) I was not able to test the brakes in the wet. Though it’s something one should prepare for, it’s not something I’m looking forward to personally.

Verdict

Not the most modern of carbon clinchers but still plenty light and stiff. A great value if you get it at a discount!

Ride Review: BGC Philippines 40k Challenge

2013-11-25T00:24:00.000-08:00

Around nine weeks back, Daytripper1021 told me about an upcoming Cycling event , BGC Philippines 40k Challenge.

With non-cycling stuff to worry about, I lukewarmly agreed, forked out the Php 1500++ fee and completed the online registration for the event.

At the time, all I knew was this ride was that this ride will run 40 kilometers within the Cycling friendly, unpolluted streets of Metro Manila (sarcasm inline). The November 17 event date was then far off in the horizon and was the least of my worries.

Training for the ride was the last thing on my mind.

Days seemed to pass in a flurry until, lo and behold, it was November 15 and I was informed via email and SMS that our race kits were available for pickup. Realizing what commotion 2,000 cyclists can wreak in a cramped venue, Daytripper and I quickly made arrangements to pick up the items on the first day.

The Goods

Long story short, we were able to get our kit and get back to our lowly cubicles during lunch break. When we opened the bag (which, in itself, is an item of its own), we had ourselves an extremely well made dye-sublimated race jersey from F2P, a pair of RPJ Sunglasses (a Rudy Project brand), a bottle of Gatorade, reflectors, stickers and timing chip.

Photo by PTrainer JC

The fact that either the jersey or the shades alone costs as much as the entry fee makes the registration fee feel worth it. Add to that the Felt-branded canvas sling bag... sure it may be low cost, but it's useability, on two wheels or on foot, is beyond question.

The Ride

We were part of Wave A which was scheduled to depart right after the Ride with Robbie wave. Robbie being retired Aussie pro-tour rider Robbie McEwen. Luckily, I was able to sneak in a few rides a few days before the event and shake off the rust from my semi atrophied calves, quads and hammies.

As the mass of riders assembled at the starting line at the corner of 9th and 10 avenues in BGC, i wrapped up some warmup laps and made my way to the start line to join my wave. I saw daytripper1021 looking at me from the other side of the crowd with a sheepish grin seemingly saying "Oh great! You actually woke up". I nodded in acknowledgement.

The challenge started off 5 minutes later than scheduled to give Robbie McEwen time to gauge their wave's abilities, or so the event host announced.... so, at exactly 6:10am, we were off.

The takeoff was not without drama. Off the bat, a rider in front of me seemed to have difficulty clipping his cleats in and came to a stop, causing the rider behind to collide. Good thing, I was able to avoid them.

As the group turned toward St. Lukes Medical Center, one rider's water bottle got detached and flew off across the road. The riders in front of me swerved to avoid the bottle and all the while pointing at the hazard. This, thankfully, was the last of the drama as far as my ride was concerned.

As we turned right on Kalayaan, we were greeted by slow lengthy climb and as we reached the peak riders started to bunch up in order to avoid a huge unrepaired pothole. Credit has to be given to the event organizers as each and every pothole, train rail and road hazard had a marshall standing guard to warn cyclists of impending wheelset damage.

Once we passed this and started downhill, we soon found ourselves breaking right and on C5 road. Cycling on C5 has always been in my bucket list, but unruly drivers, jaywalkers, bad road patches and other stuff were always around to turn me off. Well, this was the day is when I ticked it off my bucket list as we had a lane and a half all to ourselves.

C5 is a series of rolling uphills and descents but most enjoyable was the long descent towards The Heritage Park. With an unobstructed view of the relatively straight road, most cyclists, myself included, undoubtedly had their top speed marks set here. Conserving energy, I maxed out at 48km/h with just a moderate application of pedal power.

Taking a U-turn using the Bayani Road underpass, we made our way back to BGC with haste. Things were pretty uneventful except for the exit climbing up to Market Market where we had to do a steep 500 meter climb while avoiding some ruts and cracks. Lack of climbing practice took it's toll as a lot of guys I passed on flats and descents overtook me.

As we made our way to the Buendia flyover, things started looking a lot better. As we started yet another short climb, we were greeted with asphalt. Well laid, smooth asphalt. As we traversed Buendia, buildings and trees provided ample shade cyclists.

The smooth goings on however, were interrupted once we passed the train rails on the corner of South Super Highway. Everyone had to slow down and pick a spot to cross the rails with minimum bumps.

Soon enough, we found ourselves in Roxas Boulevard. Which was as well asphalted as Buendia. Honking motorists greeted us with every intersection, it seemed. Fortunately, police were there to keep the restless natives from revolting.

At the halfway point in Luneta Grandstand, I stopped at a hydration point and took in a couple of cups of water. The route to the finish line was essentially tracing our way back through Roxas and Buendia.

As I approached the Buendia flyover for the last time, I had a sense that I conserved too much energy. And as I cranked my way up and finished the climb, I figured I'd just enjoy the rest of the ride and not chase a few measly seconds.

As my group approached the finish line, everyone started sprinting. I held back purposely, content with a solo finish and possibly some good finish line pics. And true enough, I had a good solo shot and finish, just a the announcer called out my time.

Out of Shape, but just look at that depth-of-field!

Daytripper1021 was waiting when I got to the medal awarding area and we managed to get some photos with Robbie. After which, we went for a relaxed cooldown ride around BGC.

I can't express enough how satisfied I am with the BGC Philippines 2013 ride. It's well organized and, in my opinion, well worth the entry price. And of course, riding the same roads you regularly drive through daily sans the traffic and pollution is an experience in itself.

Am I looking forward to BGC Philippines 2014?

I think the question is "When do we start training?".

P.S.

I asked Robbie McEwen if we can swap Foils (his being Team Edition). He said "It's not mine, go ahead!". Should've had taken him up on that.

2014 Ultegra 6800 - Dura Ace Tech Trickles Down!

2013-05-01T23:41:00.002-07:00

As expected, ~~some~~ a lot of the new features introduced in Shimano's Dura Ace 9000 series will trickle down to the 6800 series Ultegra group, which will be released sometime 2014. As we'll see, it's more than just going 11-speed.

Highlights, in a nutshell:

Crankset (FC-6800) - Will feature a four arm spider resembling the Dura Ace's FC-9000. This will save some weight off the outgoing FC-6700 cranks while offering a standardized crankarm for use with standard, compact and mid-compact chainrings.

Shifters (ST-6800) - Mimics the ergonomics of the Dura Ace ST-9000 in that it's thinner, therefore easier to grip. These will also feature the same light shift effort and shorter lever throw of the Dura Ace STI's. How much so is the question.

Front Derailleur (FD-6800) - Again we see a direct trickle down of Dura Ace technology in the upcoming Ultegra's FD. The long arm, promises the same, light shift effort of the FD-9000.

Brakes (BR-6800) - Symmetrical Dual Pivot design also inherited from the Dura Ace BR-9000. Shimano claims a 10% increase in braking power over the BR-6700.

Rear Derailleur (RD-6800) - One ups the Dura Ace RD-9000 in that a long cage option is available. You'll need this if you want to run the 6800's new 38T large sprockets.

Cassette (CS-6800) - available in 11-23, 11-25, 11-28 and now in 11-32! You'll need a long cage RD-6800 to accommodate the 32T gear though. Having 11 speeds now means having back one additional 'missing' gear in the middle of the range, or suddenly having a 32T bailout gear for the toughest of climbs. Depends on your point of view.
Chain (CN-6800) - Same as the DA-9000 chain, the inner dimensions are maintained while size reduction only applies to the outer dimensions. The 6800 chain gets a PTFE (Teflon) coating as well. These are not directional which means you can mount it either way. These don't get the CN-9000's hollow pins though.

Cables - Also get the Polymer coating used in the 9000 series.

Everything about the 6800 looks good on paper. Specs and features are up there in terms of mid-level groups and it looks like we just have to suffer some good ol' added weight with the 6800 series. This is, of course, to give the flagship Dura Ace 9000 a halo effect.

As can be observed with the previous Dura Ace 7900 and the Ultegra 6700 series, it's not beyond reason to expect that the Ultegra 6800 will perform very much like the 9000.

Given that the 6800 will set you back almost half of what the 9000 does, the added 200 or so grams is a penalty which we predict a lot of people will gladly bear.

Expected release date is September 2013. Asian release is typically a few months before.

Review: Giro Air Attack

2013-04-26T20:44:00.005-07:00

2012 really cemented a new Road Bike consideration: Aerodynamics. It was no longer enough that frames and components be light and stiff, they had to be aero.

While Aerodynamics have long been the realm of wheel designers and Time Trial bikes, it has made its indelible mark on the roadie landscape with the slew of new aerodynamic frames, handlebars, pedals and what have you, all claiming they can cheat the wind and save precious watts.

Eventually it had to come to this. The call of aerodynamics found their way to the Helmet as well. While we have heard of aerodynamic claims from ordinary multi-holed road helmets before, let's just say that this is the first time that we have seen something which really looks like something we'd imagine an aero road helmet to be.

Here we have in our hands.... Giro's Air Attack.

Impressions

First off, let's get straight to the aesthetics issue. You either like the looks of the Air Attack or you hate it. I haven't seen anyone who's just fine or lukewarm with the looks. Anyone with an Air Attack is bound to get comments like 'it looks like something you'd find on a mountainbiker' or 'is that helmet from Tony Hawk?'. We can't blame people for saying that because, well, it's true. But you do have to take into consideration where the design is rooted.

Only six vents present on the Air Attack

Giro's designers wanted to take their Selector tear drop helmet and somehow adapt the design to produce a road specific cycling helmet. Giro's designers tapped into the now familiar Kamm-tail aero principle. This states that you can still get very good aerodynamic performance by having the front end of the very aerodynamic teardrop shape and lopping off the rear portion as the air still tends to flow as if over a whole teardrop shape. This design has been implemented in newer aero road frames such as Scott's Foil and BMC's TMR01 among others.

Two of the vents are actually dedicated for exhaust

This lends to what the Air Attack looks like now... a truncated Selector.

It may take some getting used to but from our perspective it's not at all ugly. In fact, it has a certain 'function over form' beauty to it.

As in most Giro helmets, build quality is top notch. The outer shell is finished nicely with perfectly placed decals and chrome emblem. The cables and straps are well placed and the adjusters and locks are made of quality plastic. Overall, you're looking at a top-class lid.

Features

Giro claims that the Air Attack's aerodynamic efficiency sits somewhere between the Aeon and the Selector, with the latter being the best. This is to be expected as the Air Attack does not have as much drag producing vents the Aeon has but also lacks the long teardrop tail of the Selector. If you want the maths of it, head on over to Spokeydokeyblog to see the extrapolated power savings of the Air Attack.

And speaking of vents, the Air Attack will come up dead last in most helmet vent comparisons, sporting just six (two front, two top, two exhaust). However, Giro pulled up some tricks from its ventilation sleeve. Instead of the helmet making contact with your head, the helmet is actually suspended 3 millimeters above the rider's head by Giro's Roc Loc Air system. What this does is give room for the air to flow under the helmet and over your head thus providing ventilation.

Roc Loc Air mechanism suspends the Air Attack a few millimeters above your head

As seen here, there is a bit of space on the forehead as well as groove channels on the side of the foam to allow air to channel inwards. Giro claims that the air attack sits in between the Aeon and the Selector on this front as well, this time with the Aeon providing the best ventilation.

Internal grooves help channel air over the head

The adjustment mechanism works satisfactorily in-ride, but not as easily as our long term tester Prevail, mostly due to the smaller knob. We found initial strap adjustments a bit finicky, but its a one time thing so it's not really a big deal.

Our sample came in at is 312 grams, heavy by today's standards.

As weighted: 312 grams

A magnetic visor is available in the Air Attack Shield. This visor is made by renowned optics manufacturer Carl Zeiss Vision. The visor can easily be detached and reattached while in the saddle and can be mounted upside-down to allow the rider to get it out of the way for whatever reason. As the system uses magnets, this is easily accomplished.

The Air Attack Shield with the magnetic visor

On The Road

Our size Large sample sat quite comfortably and we found the Roc Loc Air mechanism was quite secure. That said, our Prevail is a tiny bit more comfortable, but then again not as comfortable as our old Bell Array in terms of pure fit. You can take this with a grain of salt however as head shape, and therefore fit, is extremely relative and varies from person to person.

The added weight, compared to our erstwhile staple lid Prevail, was a bit noticeable when initially worn but becomes a non issue over the course of a ride.

Ventilation, now this is what a lot of people ask about. Initial skepticism on probable marketing hype were dismissed once we were in motion. Yes, we were actually surprised at the airflow the Air Attack provides! Giro's gimmicky venting system actually works. The slits on the front of the helmet provide adequate ventilation from 14 km/h and good ventilation from 19 km/h. In between 25 to around 30 km/h is where you want to be to truly call the helmet breezy. And one more thing, you'd want to be facing a bit downward and point the vents onto incoming air to really ram it in.

That said, this is still not as well ventilated as our Prevail, whose mega mouthport just blows off or dries forehead sweat.

One positive thing we noticed with the Giro is the wind noise... or lack thereof. This is noticeably quieter than previous multi-vent helmets we used. The only noise we noticed is from the air going over the ears.

What we didn't like is the rear height/angle adjuster. It's a bit too easy to adjust and we observed that it keeps adjusting by itself. The good thing is that our preferred fit is at the lowest position, which the adjuster seems to default to.

Final Words

They say that, as in fighter planes, if it looks fast - it looks good. And while we can't dispute that the Air Attack is faster in the wind tunnel, real world advantages are very much subject to debate. Nonetheless, the Air Attack is the first of a growing list of dedicated aero helmets for road cyclists with the Scott Vanish Aero having just been announced and Specialized's thing undergoing field testing (below).

With the advent of UCI banning helmet covers such as Lazer's Aeroshell, we expect that manufactures will continue to churn out dedicated aero road helmets. At this point it's looking as like they are here to stay.

Verdict

Not our first choice on long climbs in hot summer days but something we'll definitely sport on the flats. Just get used to other Cyclists staring at you until these aero road helms become more commonplace.

The Cycling Epiphanies (2009)

2013-04-11T20:36:00.001-07:00

A friend recently liked this note I made on my Facebook page way back 2009. Good thing he did as I totally forgot I wrote this. Anyway here's a collection of my random cycling induced musings.

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Cycling often induces conditions of extreme physical stress which isolates your mind. This isolation, in turn, separates your mind from immediate reality and allows you reflect on things apparent and things unrealized. To break down your complex life into simple nuggets (ahem) wisdom or common sense. Here are some what I still remember...

1. Happiness is simply expectation management.

2. Always smile or at least pose for photography students when cycling. You'll never know when or where your pic will end up posted!

3. Anything worth doing is worth doing in style. Really.

4. The more you give, the more you truly are rewarded.

5. Reward yourself continuously! You deserve it! Let yourself feel it!

6. Never let depression, negativity or anger take you over.

7. Overanalysis overcomplicates. The quickest distance between two points is a straight line.

8. Truth be told, the fact of the matter is, if all things are equal = they are.

9. The right music can make you better. The wrong music can make you worse.

10. "Be yourself, no matter what they say" is constantly and perpetually true. People will like you just because you're you.

11. If you want something, focus on it and get it. Don't settle. You'll save a whole lot of money than doing incremental upgrades.

12. Always listen, be patient and learn. You neither omniscient nor perfect.

13. Cycling requires fast legs, not strong legs.

14. Be not afraid of asking other people for answers. Not knowing is human and this is why pride is considered a sin.

15. First impressions are just impressions. Dig deeper!

16. Know what makes you happy. do it, enjoy it, cherish it and never forget it!

17. Don't forget to jumble life's priorities once in while!

18. At the end of the day, it's the end of the day. GO HOME AND REST!

19. Be proud of and never forget where you're coming from.

20. This works for me: Preburn -> Carbo Load -> GO! Preburn: 250-300 calories (light cycling), Carbo Load: Eat lots of Carbo (+Coffee), Go: intense workout (usually 80kms/2000cal). Good for losing 2-3 lbs the next day.

21. Kung Nike, Nike. Kung Adidas, Adidas. Don't mix outfits and shoes! :D

22. Keep evolving. It's not only exciting, it keeps you young! Only archaeologists dig dinosaur pits (pun intended).

23. If you don't like what you see, step back or maybe step forward. A change in perspective might sometimes result in a change of view.

24. Keep forging on! However, while moving forward, look back once in a while. You might have forgotten something.

25. Never think that you're too cool to dive into a new or baduy experience!

26. It goes in like this... earphones, then helmet, then shades over helmet straps! Just do it.

27. When peoplewatching, always remember that you, too, are being peoplewatched. Now try it wearing cycling shorts in a resto full of people who just came from mass.

28. You know what they say about the Big Guy the door and the window, right? So stop banging on the door! :)

29. All uphills are followed by downhills. The harder the climb, the sweeter the descent!

30. Mas mahirap maging Rapper kesa Rock Star! I sang Stigmatized by The Calling...sakit sa lalamunan pero ok lang. Then we sang I Know You Want Me by Pitbull.... potek.... pagod kami mind body and soul ergo the conclusion :D (It's harder being a Rapper than a Rock Star! I sang Stigmatized by the Calling... my throat hurt but was ok. Then we sang I Know You Want Me by Pitbull.... damn... we were tired mind, body and soul therefore the conclusion)

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Ok so just go ahead and ignore number 30. Be happy and ride safe!

~Armand

Ride Report: Bugarin-Mabitac-Jalajala

2013-04-09T20:35:00.002-07:00

Manila, The Philippines. Having a couple non-working holidays off due to Holy Week, my ride buddy Mr. Bourne and I decided to ride somewhere a bit farther away from our usual weekly fitness loops. At the back of our minds, we already knew where. A few text messages later and the plan set. We're gonna go back to Rizal and do the Bugarin climb and Jalajala loop.

The Climb

Bugarin is not a town in itself but is a sitio, an outlying community which is part of Pililla Municipality in the province of Rizal.

A sort of Mecca to Pinoy cyclists who have access to it, the Bugarin climb is one of those early challenges which simply must be conquered. The climb in itself is not that difficult. From the stopover known as Pisong Kape (One Peso Coffee), it's a straight 8.8 kilometer climb to around 1,100ft (332m). This makes for an average gradient of 3.7%. Deceptively hidden in these kilometers are two Strava Category 3 climbs, and first-timers are best advised not to exert too much effort in the earlier sections to prevent bonking.

In an area filled with climbs of all sorts, Bugarin may be the easiest. Cyclists looking for something more challenging can try any of a variety of other nearby routes including the Sampaloc Road climb with several Category 4s.

No KOMs nor PRs were to be broken though as Mr. Bourne and I agreed beforehand that this ride will be purely recreational... one of those "reconnect with your love of cycling" affairs. We were just out to enjoy the sights and the sounds.

We headed by car to Pisong Kape hoping to start the climb early. Being Good Friday, we got into our fair share of traffic en route as we had to go through a crowd of devotees doing their yearly walk to Antipolo church. After spending 45 minutes of Good Friday penance in traffic, the rest of the drive was thankfully exceptionally smooth, devoid of anything you can remotely describe as traffic.

But the delay took its toll. Starting an hour later than planned, we were off following the Manila East Road to Bugarin. And while the climb itself was quite uneventful, the scenery was not. All the way up, we got our fair share of fresh air and lush mountainous scenery. and being Good Friday, there was almost no vehicle traffic, save for the occasional motorcycle rider doing a Valentino Rossi impression. But we were not alone. Cyclists of all sorts were also along for the ride, from local pros to recreational cyclists chatting along on mountain bikes.

The view from Lookout Point (image: Jun Roche)

Halfway up, I stopped at the lookout point to rehydrate and admire Laguna Lake in all it's glory (all while waiting for my HR to drop below stress levels). All in all, it took my gravitationally challenged self 44 minutes to climb 8.8 kilometers and overcome that last steep section and arrive in Bugarin. Not exactly like a Schleck but borderline acceptable for a big guy on aero wheels.

After the last few meters of the grind, I found myself stopping at a carinderia and hooking my bike on a stand. Bugarin itself is just a collection of houses welcoming tired cyclists. The place makes its intentions pretty clear as several bike stands are provided to hold on to your ride while you replenish. All the shops have Gatorade and are just raring to serve something up to refuel you on your way back.

To my surprise The Cannibal, another ride buddy, was already having a mid-ride recovery meal with Mr. Bourne. After a few minutes of chit-chat, we refilled the water bottles, clipped in and headed off. While the guys had actual food, I just had a sachet of peanut butter Gu gel. Yes, I was saving the appetite for later.

The Descent

After pedaling all of twenty revolutions, we started our pedal-free descent into Laguna, a different province altogether. It took me almost an hour to get over the top but only fifteen minutes to reach sea level. Even with safety as top priority, I still took the corners with relish. The roads were smooth and inviting and just egging you on to corner even more aggressively. At this point, I'm really loving the BR-9000's braking performance. Braking power is very very good and it doesn't take much effort to apply that power.

Upon reaching the bottom, we traversed the long, flat straight which led to Mabitac. The town is unusually quiet that day and we passed by it without the tricycle dodging that usually occurs. On the way out we did pass quite a few flagellants. A gentle reminder of what day it is.

The Flats: Mabitac - Jalajala

With the suffering of the climb and the adrenaline rush of the descent both over and done with, we now started the last part of our ride: 49 kilometers of oft-shaded two lane provincial roads around the peninsula going back to where we started.

With roads this open, there's always time for a photo op

Providing a welcome respite from the madding streets of Manila, the roads in this area of Jalajala, Rizal province provide kilometer upon kilometer of cycling bliss. Most of the streets are well shaded, having ample tree cover. Apart from one or two instances of unfinished road repair (which only extend to around 3 meters max), the roads themselves are in good condition and are very rideable.

75% of the road back is this scenic. It's worth the trip. (Image: SGPanguito)

By 10:30am, there was a marked increase in vehicle traffic which we attributed to vacationers from Manila making a trek to Laguna. That said, we're talking about probably only a dozen vehicles every thirty minutes. A bigger concern as the miles rolled on was the heat, especially on some long unshaded stretches near the finish. Aware of this, we made pretty sure that we were properly hydrated, stopping whenever we had to. The availability of sari-sari stores on a holiday sure helped a lot. It's always a good thing when you have ready access to a cold sweaty bottle of Coke before blasting through a section of road baked by the noon-day sun.

As the kilometers passed, the route had just once final trick up it's sleeve: a short ~7% grade climb lasting about 300 meters with about 2 kilometers left in the loop. While this may not sound like a lot, having this section at the end of a ride in a sunny, tropical noon is a test your stamina, energy reserves and psyche.

After exactly 63.6 kilometers. We were back to where we started. We vowed to do this again next year and the year after that. Cycling future aside, I started looking for something more... short term... time to get some grub.

Recovery

Our goal was not to train. Not to grab a few Strava KOMs. The goal was to reconnect and get back to the root of why we love cycling. Mission accomplished.

Aerial view: We started from the left, pedaled up the mountain in the middle and around the coast!

Ride safe!

~Armand

Post Script:

Pre-ride and in-ride food toll: Two slices of wheat bread, a thick slice of dubliner, a glass of Glucerna SR, two bottles of Gatorade, one Gu gel, a Sprite and two bottles of water.

Totally forgetting my Catholic roots and partly because of post-ride hallucination, I ordered and ate a slab of liempo on Good Friday. Sorry God!

Trying to avoid the traffic situation in Antipolo, we took an alternate route going back to Manila. and encountered a parade of flagellants carrying crosses down Sampaloc road. It doesn't look like they were having a good time but the 'Roman Guards' sure did!

Mid-Compact Rising (on the FC-9000)

2013-03-25T07:32:00.000-07:00

Six or seven years back, the upstart, hotshot crankset was the Compact. Offering a light 50T/34T gearing, it gave so equipped cyclists the ability to climb up hills at a higher, more comfortable cadence. This relaxed climbing pace, to a certain extent, came at the expense of speed. Riders powerful enough to max out the 50T chainring are left wanting in terms of top end pace.

On the other side of the coin are the Standard chainrings. These commonly have 53 or 52-tooth large rings and 39-tooth inner rings. These have been de facto for so long that the setup earned Standard moniker. And we're talking about the modern Standard here. Older Standard cranks even came in at up to a whopping 54T/44T! Although these ring combinations are still around, they're now almost exclusively for time-trial use.

All things equal, Compact will be outpaced by Standard in the top end of the speed spectrum as Compact users will eventually run out of cogs or spin their lungs out trying to keep up with Standard riders on long flats. Conversely, Standard crank users will be finding themselves grinding (and possibly cramping) their way up mountains while Compact-equipped Cyclists pass them by, spinning merrily ahead. While this may not be a big issue in shorter climbs, this would definitely manifest itself in longer, sustained climbs.

Any self respecting Cyclist must, of course, select which chainring combination is best for his particular type of riding or terrain...which works out around 90% of the time. However, the 10% needs to be addressed every now and then. It can't be avoided that that one needs to ride outside of his usual comfort zone.

For lack of a better term, an inappropriate crank is less of an issue for the guy with Compacts on the flats. However, it may certainly break the guy on Standards going up a steep mountain...... which is perhaps the reason why most roadie built-bike offerings these days often come with Compact gearing as standard.... as opposed to 'Standard' gearing.

Yes, Triple Cranks do exist in the road cycling universe. However the added weight, cost and complexity of these systems coupled with limited availability makes this an option only for people who really really need it badly enough.

Enter: The Mid-Compact

Rapidly gaining popularity is a new crank setup: The Mid-Compact. Some call it the semi-compact and some even choose to ignore it altogether and dump it into the compact category. For us, however, this new in-between gearing definitely deserves to be in its own class.

The Mid-Compact crankset first popped up in our radar in 2010. This was when SRAM introduced it as part of their Red lineup. Campagnolo and just recently, Shimano joined the bandwagon and introduced their own Mid-Compact cranks in their top tier Groups. Back when the Mid-Compact initially appeared, some people scoffed at the configuration as 'confused' and 'undecided'. However, this in-between range is what makes this configuration special.

With its 52T/36T tooth count, the Mid-Compact loses very little in terms of top speed, only giving up a tooth compared to a Standard crank's 53T large ring. Little is sacrificed on climbs as well. The Mid-Compact's 36T small ring can keep up with the 34T compact crank, only giving up 2 teeth to the full pledged climbing ring.

Spot the Diff: Mid-Compact (L) vs. Compact (Installed)

The Numbers

To give us a better idea on where the Mid-Compact sits in the gearing hierarchy, we made this simple gear ratio chart. This chart focuses specifically on Chainring-Cog ratios which are computed as Chainring ÷ Cog. Layman's terms: one revolution of your selected Chainring (Vertical) will spin the selected Cog (Horizontal) exactly that number of times.

e.g. A 53T crank will spin a 28T cog 1.893 times per complete revolution.

Depicted in the Cogs column is the Shimano CS-9000 11-Speed 12-25 cassette. The 28T and 11T cogs (in parenthesis) are included in the chart to further illustrate how they play with Standard, Mid and Compact Cranksets. With the way equipment development is progressing, we wouldn't be surprised to see all of these thirteen cogs in a production cassette in the not too distant future.

To focus purely on the merits of the crank gearing, we shall leave discussions on cassette selection, crank length, tire thickness, inflation pressure, cadence, leg strength and what have you off the table.

Everything absolutely equal, the Mid-Compact effectively bridges Standard and Compact. The Mid's large chainring performs close to the Standard's large ring while its small chainring performs closer to the Compact's small ring.

In other words:

The Mid-Compact is like a Standard on the large rings and like a Compact on the small rings.

To further illustrate, we took the average gear ratios of three Cranksets and the 12-25 cassette and compared them to each other.

On the Large rings (top speed scenario) where Standard is preferred, the Mid-Compact is only 1.89% slower vs. Standard. The Compact is 5.67% slower.

On the Small rings (climbing scenario) where the Compact is preferred, we find that the Mid-Compact is 5.56% harder to crank than the Compact. Compare that to the Standard's Small ring, which is a whopping 12.79% harder crank across the cassette range!

This jack-of-all-trades approach may very well make the Mid-Compact the new Standard. We're already seeing a lot of the word Mid-Compact here.

Shimano FC-9000 52/36

Our Mid-Compact crankset came in the form of Shimano's radical FC-9000. With four asymmetrically placed spider arms, this new design shaves quite a few grams off of a comparable five armed spider. The design also offers a great long-term advantage... all chainring sizes use one, for lack of a better term, bolt circle diameter (BCD). A minor miracle of sorts, this means that all chainrings are interchangeable! Switching from Compact to Mid to Standard only requires chainrings as the crankarms and spiders are standard.

At a manufacturer claimed weight of ~600g, the four-armed design and improved hollow rings/cranks managed to shave off 60 or so grams off the 7900 version. The four arms are positioned in areas where strength is most needed during the crank cycle, which rather makes sense. The new aesthetic, however, is polarizing. In fact, a lot of people hate the design outright. However, it's function over form and for more than a few, it's a real looker in itself. The workmanship and quality of materials on the crank, as well as for all the 9000 series components, is top notch.

On The Road

Immediately noticeable is the Mid-Compact's large chainring performance on the flats. Off the bat, we observed our cadence drop compared to our previously installed Compact crank while maintaining the same pace. Upping the ante to our normal riding cadence brought about even more speed! It's been a while since we rode Standards. And while we technically still aren't on Standards, the Mid-Compact's large ring pulls off a very good impersonation.

The same can be said about the 36T small ring. On rolling hills, this can definitely hold its own against the Compact's 34T and in this scenario, may actually be better as there is less need to shift the RD while transitioning from uphill to downhill to uphill.

On long climbs, we did not observe any major difference between the Mid-Compact's 36T small ring and the 34T ring our our compact. In fact, the 36T ring made us climb a bit faster than our previous record using the 34T. This may be due to many different factors but at the very least, we can comfortably say that the 36T is adequate for all but the most thigh busting of ascents.

In terms of technical functionality, we can't see any fault with the FC-9000. Adequately stiff, it simply does it's job well.

Convert to a Mid-Compact and pair it with an 11-28 and you can go virtually anywhere. We may have well found the holy grail of chainrings.

Verdict

The do-all Mid-Compact just makes sense as Cyclists no longer need to choose between Standard and Compact. Everyone can just get a Mid-Compact and do tailor fitting on the cassette end. This will be the new 'Standard' in a few short years.

Walz Caps - All American Cycling Caps

2013-03-08T02:00:00.000-08:00

Why cycling caps have decreased in popularity over the years is beyond us.

In our opinion, The Cap should be part and parcel of every decent cyclist's kit along with bib shorts and full zip retro jerseys.

If you should go out looking for one, you have tons of styles to select from a sea of manufacturers.

One cap manufacturer, however, stands out from the rest... and based on what we have seen from their catalogue so far, they offer some really classy caps!

Walz Caps was founded by Michael and Jennifer Gilstrap in 2007 with the aim of providing high quality cycling caps. We admire their dedication to this epic symbol of the sport as they are really focused on the one product (well they also offer socks and bandanas but Caps are what they're known for).

Want class? look no further than their catalogue page. Pure, devoid of logos, Walz caps come in a variety of models and styles which cater to almost every cyclist's styling whim. Between tweed, plaid, herringbone, houndstooth and just plain cotton, we were visually overloaded with the wide selection.

A sample of Walz's Cotton Caps

Cyclists have a choice of materials as well. Cotton for all around weather cycling or Wool if things get a little bit colder than preferred. They also offer a Moisture Wicking variant made of polyester which promises to keep sweat from dripping on your eyes and forehead.

Some Moisture Wicking models

Each Walz Cycling Cap is made in the USA and is shipped from their Headquarters in Oceanside, California to any US destination free of charge! International orders are charged a nominal shipping fee.

Classy Wool for Colder Climates

The caps come in two sizes: Small/Medium which fits heads below 23.5 inches and Mediuml/Large, which fits noggins above 23.5. Funny thing is my head is exactly 23.5". I opted for the larger one. Good thing is that Walz gives an excellent guarantee that should the caps not fit, you can send them back and get a custom fitted cap in return! Prices range from USD 19 to around 35 for customized wool models.

If you're in the market looking for The Cap... or wanting something unique. Make sure you check out the class offerings by Walz Caps on their website at www.walzcaps.com.

We can't wait to try out of their awesome caps!

Shimano WH-9000-C24-TU 1100 gram Tubulars

2013-03-07T23:13:00.000-08:00

Shimano has just announced that it will be releasing the long rumored Tubular version of the C24 wheelset. The tubular version,WH-9000-C24-TU, wheelset weighs in at a svelte 1,100 grams. No need to rub your eyes, Yes, that is the claimed weight.

This is, for us, the most interesting of the new 11-speed compatible wheelsets announced by Shimano. Other goodies include the RS-81, basically a WH-9000-C50 wit Ultegra level hubs and a new 105 series full carbon SPD-SL pedals.

From the looks of things, the WH-9000-C24-TU will be a 21 spoke affair on the rear (vs 20 spokes in the clincher). ~~We presume that~~ the front will sport 16 spokes similar to the clincher version.

Even if Shimano is over-optimistic on the weight figures and end up at around 1155grams (5% error margin), these will still be light wheels by any measure.

This is something hardcore tub climbers or weight weenies will surely look forward to.

And, yes, the graphics have grown on us enough to stop complaining about them.

Sad news in all of this is that these wheels will be released in 2014. At least that gives people time to save up.

Meanwhile, you can check out our reviews on the C50 and C24 here and here.

Review: Continental Grand Prix 4000s 23c and 25c

2013-03-07T02:03:00.001-08:00

Yes, there are lighter tires our there. There are grippier. There are sturdier. But, in our experience, nothing comes close to being the perfect all rounder as Continental's Grand Prix 4000s.

It has all those necessary qualities you would want in your road tire. Light enough, grippy enough, sturdy enough. Just dont expect it to beat an Ultremo in a race or go thru debris like a Gatorskin or a 4 Seasons.

The key to the Grand Prix 4000s' performance is Continental's judicious inclusion of a variety of features found across its offerings.

Technical Features

For puncture resistance, Continental decided to include only one Vectran anti-puncture layer where the Conti 4 Seasons has two. This sacrifices a bit of puncture protection but yields lighter weight and improves rolling resistance.

Key to the GP 4000s' grip is the use of the Black Chili compound. First developed in 2005, Black Chili basically infuses the basic rubber base with microscopic carbon soot particles. Continental claims that this technology produces 26% less rolling resistance, 30% more grip... all while decreasing wear by 5%.

This is remarkable since rolling resistance, grip and wear are opposing requirements. Say you want to increase grip, wear is usually sacrificed. With Black Chili, resistance and grip are improved as well as wear. Amazing.

Black Chili technology is said to be so sensitive that it can only be produced out of Conti's Korbach plant in Germany.

The GP 4000s' are quite average in terms of weight. We measured our 700x25 sample at 224 grams, a good six grams below the listed 230g.

700x25 - A good 6 grams lighter than advertised

What got us dumbfounded was our used 700x23 sample. Our scales have them at 218 grams where it was only supposed to be 205! We were relieved upon measuring another used sample which went for 209 grams. You'll have to take our word on that as we failed to photograph before mounting. Although we cannot be 100% sure, we attribute this major discrepancy to the way the tires were folded during measurement. This may have distributed the tire differently and may have affected the center of gravity putting more pressure on the scale's strain gauges. Again, only a theory. Regardless of this, the 4000s' are adequately light.

700x23 - Mysteriously overweight

Mounting

For people of moderate hand strength, the tires can be mounted without levers. In our experience, initial fitting (and dismounting) requires at least one lever to get that final inch or three of bead over the brake surface. Subsequent removals and mounts required only light-moderate hand strength and no tools. These tires were meant to be mounted a certain direction. A vague direction arrow may be found somewhere in the sidewalls. Directionality aside, we have actually mistakenly ridden the tires backwards to no ill effect.

23c vs. 25c

Perhaps the bigger question is 'which tire size to go for?'. We have been using 700x23 GP4000s' for quite a while. For a week or two, we had two 700x25's mounted purely for testing.

Lacking any sort of scientific testing equipment or data, what we can report on is subjective ride feel.

With fresh legs, what size tires you're on doesn't really matter. You have enough strength to spin either tire size equally well.

But.

Over a long ride, we found that the wider tires are somewhat harder to spin as the kilometers pass along. Net effect is feeling a bit more tired after a ride on 25's than on 23's. During the course of testing, all pressures were constantly maintained at 8 bar (116 psi). Going wider, even by 2mm, would also produce a less aerodynamic wind profile compared to a thinner tire (if those things matter to you).

But.

Over rougher asphalt, the 25's are noticeably more comfortable than the 23's. This can be substantiated by the 'bounce' you feel when going over road imperfections. On 23's these can be jarring but 25's take the sting out of the same ruts and pits. If you take a look at the images below, this all makes sense as the 25's stretch out to almost 30mm (28mm to be exact) once mounted.

When mounted, 25's round out to 28mm

23's round out to 25.5mm when mounted

In the end, we decided to make the most of the situation and go staggered on the tires. 23's in front 25's at the back. We get the most support in the rear where we put the most weight. And we have a more responsive, lighter and more aerodynamically sound tire at the front.

On the Road

Size differences aside, Continental's Grand Prix 4000s delivers a performance worthy of several Tour Magazine comparo awards. Indeed these feel spin easily, grip extremely well and have adequate puncture resistance. That said, we did have one puncture where a safety pin (which looks awfully like the ones used on runners' race bibs) hung on to the tire and eventually penetrated the casing through to the inner tubes. Compare this to more than two years of puncture free performance we had with Conti's own 4 Seasons tire. However, we would readily trade the 4 Season's armored hide for the 4000s' slick and light rolling performance any day.

Getting back to the 23 vs. 25 choice. Ultimately, it's up to the rider and the road. If your'e a Clyde or frequent rough asphalt, go for the 25's; your butt will thank you for it. If you're a lighter weight rider who prioritizes weight and performance over vertical compliance, by all means go for the 25's.

.... or maybe be like us and get the best of both?

Vedrict

With so many things going for it and virtually nothing going against it, the GP4000s gets top marks and top recommendation from us.

Review: KMC X11SL Silver on Dura Ace 9000

2013-02-19T04:36:00.000-08:00

For no particular reason, we decided to go monochrome on the Foil and replace the KMC X11SL Gold links on my bike to the more more color-appropriate X11SL Silver. To no one's surprise, the Silver chains performed exactly like the Golds.

Features

Feature wise, the Silver version X11SLs is exactly equal to the Gold, except that instead of the Titanium Nitrate coating, we have a less highfalutin coat made from plain old Nickel. That said, we felt no difference whatsoever between Silver and Gold. Both of which feel smoother and are quieter that the stock Shimano links.

Full featureset and corresponding advantages as follows:

Hollow Pins - Reduced weight compared to Solid Pins
Mushroomed Riveting - Increased Pin strength vs. Straight Pins
Inner and Outer Plate Chamfering - Smoother shift action
Bushingless Construction - Lighter weight, Greater durability
Noise Reduction - self explanatory
Double X Stamped Outer Plate - Faster Shifting

Cut down to 105 links, the chain weighs 218 grams. 1 gram heavier than the X11SL Gold we had installed. We wouldn't make too big of a deal of this as that single gram difference falls within an acceptable 0.5% margin of error.

Master Link

Supplied with the kit is a color matched KMC Missing Link 11 master link. Unlike the 10-speed version, this is a one-time use item. Measured weight is 2 grams.

Installation

Apart from a chain breaker to cut the chain to the proper link count, installation may be performed without any specialized tools. Both ends of the chain should expose 'inner' links as the Missing Link is an outer link. Simply route the chain through the proper channels along the crank, jockey wheels,cogs and back, insert the halves of the Missing Link to the opposite sides then align the pins properly. Once aligned, we have to lock the pins in place by putting on the brakes and giving the cranks a good whack! A strong click sound would indicate that the pins have properly seated in the groove.

The chains are well lubricated from the factory so your'e all set!

However, while fairly easy to install, they're quite hard to take off. Unlike our past experience with 10 speed Missing Links, these were not hand-removable. We had to get specialized tools in order to properly uninstall the Missing Link on the Gold chain we were replacing. No issues for us since the pliers were inexpensive.

Once removed, the old chain was cleaned with some Cylion branded chain degreaser (which worked particularly well), lubed and stored for future action.

On the Road

As previously mentioned, we found no perceptible difference between these Silver X11s and their blingier brothers, the Golds. Shifting action is smooth and the chain is very quiet.

Verdict

Top performers! Smoother, Quieter and 7 grams lighter than stock. Slightly cheaper than the Gold version.

Review: Fizik R1 Uomo

2013-02-13T22:59:00.000-08:00

By Joachim Rayos

I bought a pair of the 2012 Fizik R1 Uomo early November. After about a dozen plus rides on them, I would like to share my impressions. Please note that these are the outgoing R1 Uomos. For 2013, Fizik has revised their shoe line so this does not apply to the new ones as seen on their website now. Thus, you may be able to find the outgoing R1 and R3 shoes at a discount (like I did at an LBS).

Out-of-the-box, the shoes present themselves to be a really premium item. Even the box itself looks posh. Highlights are the kangaroo leather outer material, sailcloth straps, multi-material composite sole, and SIDAS flash-fit moldable insoles. The SIDAS insoles themselves cost around $90 and it is a bonus to have them included with the shoes, so consider that when comparing prices with other shoes.

Fit

The shoe's fit is can be tuned in two ways. First is via the moldable SIDAS insoles and secondly, by removing a foam insert on the tongue. Sizing was true to my Sidis, I picked the same 40.5 size for my Fiziks - but this may be slightly different from other shoe brands. Toe box room is very roomy compared to Sidi and was my main reason for trying out the Fiziks. The contentious part is the arch/foot volume. On my first ride I encountered unbearable hot spots on the tops of my feet. Stopped mid-ride and removed the tongue foam insert - problem solved instantly.

Over the next few rides I did get various hot spots on the ball of my feet, after a few rides and moving the cleat around slightly to find the sweet spot this has cleared up. The shoes will also take a while to break in as they are real leather. I did notice a bit more arch support and less heel cup support with the R1 Uomos. An added bonus is that the SIDAS insoles can be flash-fitted more than once, and I may return to the LBS to get these re-flashed now that the shoes have been broken in.

Aesthetics

The R1 Uomo looks killer in white, very fashionable in that Italian sense. I get compliments almost every ride. The downside is that they are, well, white and are a bit of a dirt magnet. Another guy I know has the black version, which I wouldn't really recommend from an aesthetic point of view. With black socks on, he looks like he is riding in dress shoes. I do prefer the aesthetics of the R3 better, white but with a black toe area.

On-the-bike

Stack height is a bit higher, so raise your seatpost ~5mm to compensate. I still placed my wedges in between the cleats and the shoes. Once you nail the cleat position and saddle height, there is not much to say. I can't tell if it is the shoes or the insoles but they seem to damp more vibration coming through your feet. Standing up, they feel stiff and have a nice rebound. I was told the muti-material sole is designed to be stiff in some areas and compliant in others; maybe it is that but I do like the road feel.

Verdict

I do recommend them but test them out before you buy, preferably with an LBS with a good return policy. The fit takes a while to dial in.

Positives: Premium materials and construction throughout, premium moldable insoles, excellent toe room. Discounted now that they are being replaced by redesigned 2013 models.

Negatives: Fit can be finicky, high stack height. These are the same feedback points Fizik has addressed with the 2013 redesign.

Notes:

Compared to the R1, the R3s use Microtex instead of kangaroo leather and do not have the SIDAS insoles. Both models use the same sole though, so the feedback on fit would apply to both.
Potential buyers should try both the 2012 and 2013 models side-by-side to see if one fits better than the other.

~ Thanks for sharing this excellent review, Joachim! - RoadieManila

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Review / Update - My Scott Foil 20

2013-02-09T23:44:00.006-08:00

I just recently found out that Scott has moved from the US to Switzerland. I guess I can stop dreaming of having a Euro bike since I already have one (harharhar!). Anyhow, it's been three months since I switched to Scott. And I have grown very fond of my Foil 20 and its quirks. Coming from a previous generation superbike, the 2010 Cannondale Supersix Hi-Mod Liquigas, and moving to a modern mid-level frame isn't much of a 'downgrade' as i had initially expected.

The fruit of Scott's F01 project, the Foil is one of a slew of frames to incorporate aerodynamic considerations into the standard roadie. Indeed, if one isn't aware that the Foil is an aero frame, it just looks just like any other modern all carbon frame. But those unique triangular tubes are what makes the Foil unique. Instead of replicating the standard airfoil shape, Scott just took the leading edge of this shape and formed a rounded triangle from it. Brilliant; but why reinvent the wheel? Simple - the airfoil shape, while being the most aerodynamic, is not good in the stiffness department. By forming the triangle, both stiffness and aerodynamic requirements were served.

The brains behind this is aerodynamicist Simon Smart, whose name is now prominently featured in uber chic Smart-Enve wheelsets. With great experience designing Formula One suspensions, Smart certainly has qualifications in creating wind cheating, high strength tubes. He reckons that the Foil shape is the best compromise to the often conflicting stiffness and aerodynamic demands of the project.

Being a tech-head and gear-head, I was sold.

Made with HMF-NET high modulus carbon fiber, the mid-level Foil 20 can easily pass for a top of the line model few years ago. The mid-level label does not do the Foil 20 justice. It's only mid-level since there are Foil models made with an even more exotic kind of carbon fiber, which Scott calls HMX-NET. At the top of the Foil food chain sits the likes of the Premium and Team Issue editions. These are even lighter and stiffer that the HMF Foils.

However, I think I can manage without the 20% extra stiffness and 100 or so less grams of weight. I appreciate the additional bills in my wallet though. Given the erratic supply of bicycles locally, I was forced to scour the local classifieds for my new frame. I found a slightly used Foil 20 frame, recently replaced by Scott because of the then unresolved seatpost clamp issue. The frame came in matte black which, in my mind, sealed the deal.

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The Foil 20 is a definite upgrade over the Cannondale in all but one department: ride quality. The Foil's ride can easily be described as harsh especially coming from the superb ride of the Supersix. However, I choose to look at it in another way... the Foil is a pure racer.

With the frame question resolved, time to move on to the second biggest bike build dilemma... the gruppo. Fortunately, I had this problem was solved even before I decided to switch frames.

The groupset of choice is Shimano's excellent Dura Ace 9000. I had it on the Super Six for a few weeks and transplanted it to the Foil. In my opinion, this is the best all around groupset available this moment, especially if you factor the price. Vastly improved over the 7900, the 9000 has almost supernatural braking, flawless smooth shifts, consistently light shifting action, funky modern looks, much improved ergonomics, 11 cogs and a sub 2000g total weight - the latter two firsts for Shimano. In case you haven't noticed yet, yes, I love this group.

Countless people have gushed at how good shifts feel and actuate.... and boy, does it indeed! What took a while to warm up to were the cranks. While I initially hated the assymetric 4-arm cranks, I have to say that they have grown on me and now actually like the look. It can't be stated enough: This group is excellent!

The WH-9000-C24-TL wheelsets also got carried over with the group, but I eventually decided to go aero all the way and replace them with WH-9000-c50-CL hoops . This change added quite a bit of weight to the bike; around 400 grams, give or take, but doing so solidified the setup's wind slicing intentions. It also helps the aesthetics as well. ;-)

Tires of choice remain Continental's Grand Prix 4000s. I temporarily swapped out the 23c's in favor of 25c's for a comparison review, but will go for a staggered setup (FR: 23c, RR: 25c) once this has been written. The GP4000S has been scientifically proven to be the best all rounder tires by Tour magazine. If you guys read any of their past tests, you know how hardcore and thorough these guys are when it comes to technical testing.

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Wanting to maximize the 11 speed cassette, off went the 11-28 climbers and in came the 12-25. The advantage of the 11 speed cassette is essentially negated with the 11-28 since I wasn't using the 11T and the 28T that much. With a 12-13-14-15-16-17-18-19-21-23-25 gear setup, the 12-25 is perfect suited for the rides I do nowadays.

I'm probably the last person anyone would mistake for Tony Martin, so going to standard cranks is not yet an option. I prefer compact cranks. My original choice, the 52-36, is still nowhere to be found but I do plan to switch to these eventually.

Keeping things black and gloomy, I pulled a color switch on my Antares 00 from white to black. Of course, the bartapes had to match. Unfortunately, I wasn't able to get any black S-Wraps and had to settle for Ritchey corks.

For the cockpit, I switched from FSA's OS-99 CSI and K-wing to 3T's Arx LTD and Ergonova LTD. This was done for purely aesthetic purposes (color matching). The K-Wing may be the most user-friendly bars I ever used; raised tops, internal cable routing and all. The silver lining in this is that I dropped more bits of alloy and swapped them with with UD carbon.... a good 84 gram weight savings.

The old reliable Look Keo Blade Ti's got carried over and are paired with zero-float cleats. The blades are tight and look very nice. At 186 grams a pair, these are among the lightest non-speedplay pedals out there. On a side note, I strongly recommend zero float cleats to everyone with knee problems. Yes, you read that right. Float may actually be one of the causes of knee pain and using floatless cleats may relieve it. It may be hard to believe but I switched to these and ain't coming back.

My mile counter is the recently deprecated Edge 800. And while it's a bit of a brick, it does come with a large touchscreen. I got this unit Stateside so it came with a North America map. Haven't had the time to research how to install a free one for the Philippines. I love the size of the display as all the data fields I need are shown at once: Distance, Speed, HR, Cadence, Calories, Time and Time of Day. Having a touchscreen is a godsend as there's no fiddling around with buttons while in the middle of a sufferfest. The Edge is mounted on Garmin's Out Front computer mount. This makes the cockpit look particularly clean and neat.

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At its lightest, the Foil got a bit below the UCI 15 pound weight limit at around 14.9 pounds, however, the switch to the C50's and some other heavier bits got me back up to around 15.6. Not entirely super light but still very very very acceptable. All I need now is a setback Foil seatpost and everything will be just right! Just have to find time to drive to the dealer in Quiapo to order the part though.

Well, I guess that's it. Only a true bike geek would have read and made it this far.

Congratulations!

~Armand

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Review: Garmin Edge Out Front Computer Mount

2013-02-03T05:43:00.001-08:00

Late to the party but definitely still worth letting in is Garmin's Edge Out Front computer mount. Garmin finally punched out a proper handlebar mount for their ubiquitous Edge GPS bike computers. They join battle against mount pioneers Tate Labs, Quarq, K-Edge and recent competitor, SRAM.

Garmin's mount oozes quality. The plastic material feels more substantial than that of the Barfly and it doesn't rely on the familiar 'stretch the ring' method to clamp it onto the handlebars. The Out Front actually has a hinged jaw to make mounting a breeze. The hex screws all mate to metal bolts instead of just plastic. And, as typical of Garmin, the necessary mounting tools come with the package, this time in the form of a black Allen wrench.

Said wrench is also used to change the orientation of the computer. From the default 12-6 o'clock orientation to a 9-3 o'clock. All it takes is removing the screws underneath, reposition the actual mount and replace the screws. As configured for oversized bars, the Out Front weighs 27 grams. If used with standard handlebars, the added rubber bushing will add an extra 4 grams to the weight.

Installation was a no brainer. Just open the hinged jaw, clamp over the bars, then tighten. Instructions say to tighten to 0.8, but we just hand tightened until it was nice and snug. No torque wrenches required.

We particularly love the way the Out Front positions the Edge 800 unit. The length is perfect and most importantly, the height is too. The computer more or less sits flush with the top of the stem, unlike in the Barfly 1.0 where it appears to be on top if it (Tate Labs has since released a redesigned Barfly which mounts the computer a little lower).

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On the road, the Out Front easily holds the heaviest Garmin Edge, the 800, with secure confidence. No rattles, squeaks or anything untoward was observed. And like the included rubber band mount, the Edge effortlessly goes in and locks into place. HOWEVER, we did find it mildly irritating that the Edge's orientation is not perfect. As tested, the computer was mounted slightly askew. Lightly rotating it straight works but for something which is supposed to be an official product, this is a turnoff.

That said, we still prefer the Out Front over our previous mount. The superior low and forward position of the computer seals the deal for us.

Retail pricing for the Out Front is $40. While this would have been acceptable pricing during the middle of last year, Garmin's competitors have rethought their pricing and prices have gone down. Tate Lab's revamped Barfly 1.1 goes for $25. Sram's Quickview is even more affordable at $20. At this pricing, it's a bit hard to recommend the Out Front from the practicality standpoint. However, if you find the two position mount useful, or maybe just like the way it displays your computer, then the Edge Out Front is for you.

Verdict

Perfect computer position, Extremely easy to mount. Expensive and computer is a bit askew.

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