This made me chuckle as just been reading a report about the Saudi women car drivers that are still fighting for their rights to drive cars.
Strava, the online network that allows you to track your rides and other athletic activity via GPS, has added routes to version 4.1 of its mobile app. The new feature allows you to import routes fromwww.strava.com into Strava’s mobile app and navigate your way around your ride.
The app also has a ‘Route Back To Start’ feature that automatically plots the most efficient path back to the beginning of your activity. That could come in handy if the weather turns against you, for example, or you have a mechanical issue and need to cut your ride short.
The Route Builder feature on www.strava.com allows you to plan rides. Strava say that it uses athlete data to recommend the roads and trails around the world that runners and cyclists use the most. The idea is that you’re getting the benefit of local knowledge wherever you happen to be. They say that millions of GPS-recorded activities uploaded to Strava inform Route Builder’s intelligence.
Once you’ve built a route, you can now follow it on the Strava mobile app (or any compatible GPS device).
It’s free to join Strava although they hope you’ll opt for Premium membership – which offers things like heart rate analysis of your rides and leaderboards that are filtered by age and weight – costing US$6 per month or $59 per year.
Designed by Mas Dolor of Madera, Spain, the Bikinibicis is a small and attractive bike storage solution. The wall mount suspends and displays one’s bicycle as part of the room. Made of wood, the design has a natural ease to it, whether simply done with raw timber or customized with lacquer, paint, holes for flower pots, or an ornamental cascade. Each personalized Bikinibicis can stand alone or be topped off with anything from books to decor. Check out the behind-the-scenes video to see this versatile design in the making.
Jamie Gallagher of Paniagua and Darron Coppin of Sven Cycles met at Bespoked Bristol in 2013 and the Angry Commuter project was born.
“I wanted to build a fast, aggressive commuter that you could jump on in jeans and nail 20 or 30-mile rides across the unforgiving Somerset landscape while still retaining the delicate balance and emotive heritage of a true classic.”—Jamie Gallagher.
They sat down with a pot of EPO coffee and a dorset apple cake and poured over Darron’s extensive library of historic cycling books and images of classic bikes. They settled on the idea that it was possible, with a little imagination and some solid fillet brazing skills, to turn the legendary Cinelli Laser into a rideable commuter that would fulfill their objective.
A design theme was needed, and the early eighties stomping ground of the Cinelli Laser model was the place to find it. They settled on a design classic from an era that compromised nothing, listened to no one, and was way ahead of its time – The Delorean.
To bring in the classic Italian heritage they chose Columbus Max tubing (as used in the original Cinelli Laser). This tube set broke with convention in its day and provided the perfect combination of lightness and strength. Add a sloping top tube and ENVE 65/45 wheel combination and a big nod was being made to the overall aggressive aesthetic of the Laser.
To ensure that Italian blood ran throughout, a Campagnolo Record TT group set was selected. Then bringing a modern, urban twist and reflecting the gull-wing doors of the Delorean, a set of Cinelli Mash bars were customized to take the Campagnolo TT shifters providing a truly unique cockpit.
Finally, it was down to the details with lightweight CNC milled brakes from EE Cycleworks that just felt Delorean, and the brushed nickel finish giving the industrial luminance that the Delorean became famous for. The handlebars and Zoncolan saddle were hand-upholstered in grey leather to bring that inimitable eighties super car trim feel. Finally, the graphics applied in reflective orange vinyl made sure the bike lit up under the headlights of evening traffic.
This blend of classic Italian heritage with US hand-built componentry, urban track bike aesthetic, and of course a stiff dose of quintessentially British design and craftsmanship should make the purists cringe and the hipsters whinge. But in reality, you have a bike that doesn’t compromise, apologizes for nothing, and fits the brief of being adored by those who created it and ride it. Really, what else matters?
Nearly makes me want to spend £10800 on a watch
Giro d’Italia 2014 HD – Stage 11 – LAST 12 KILOMETERS
Michael Rogers (Tinkoff-Saxo) won stage 11 of the Giro d’Italia on Wednesday.
Rogers attacked with 21.5 kilometers left on the descent following the final climb, and he managed to stave off the chasing peloton in the closing kilometer to win the 249km stage from Correggio to Savona by 10 seconds over Simon Geschke (Giant-Shimano) and Enrico Battaglin (Bardiani Valvole-CSF Inox).
“It was certainly a beautiful moment,” Rogers said afterward. “The team tried really hard today. A great opportunity for me and I was able to take advantage of it.”
Cadel Evans (BMC Racing) remains in the pink jersey, holding a 57-second lead over Rigoberto Uran (Omega Pharma-Quick Step) and a 1:10 advantage over Rafal Majka (Tinkoff).
The win is Rogers’ first since he returned from a provisional doping ban in April. He tested positive for clenbuterol, a banned drug, during the Tour of Beijing last October. He proclaimed his innocence and said he unknowingly ingested the substance in tainted food.
The UCI eventually agreed with Rogers, and he was not punished.
“I am very happy,” Rogers said Wednesday. “It was a very hard stage, very long, very combative right from the start. We rode well from the start. We had two in the breakaway. It was a very difficult moment for me. I always maintained the optimism, there is always light at the end of the tunnel. There are always difficult moments in life, I am glad it’s over.”
The Best News is that I am mysteriously top of my fantasy league group “which is nice”
Gi-Bike is a connected, lightweight, electric folding bike. The creators aim to revolutionize and transform the way millions commute to work, they state that Gi-Bike has enough features to satisfy all the needs of the everyday commuter. To begin, the bike is foldable, it only takes 1 second and one motion to fold, and can easily be carried like a wheeled-luggage, it features electric assistance, knowing when you need help and will assist you with the electric engine. It also features wheel smart LED lights that turn on at night and includes an app connected to the Gi-Bike´s integrated anti-theft lock that locks automatically once you walk 10 feet away from your bike. The app also allows you to control all of Gi’s features, including its electric assistance, wireless lights, and also provides live statistics measuring calories burned, speed, time, mileage, and much more
See how it works below
Spare a thought for Spanish rider Eloy Teruel, who thought he’d won Stage 7 of the Tour of California. Unfortunately he was one lap early. Video contains cringe factor
i love my Lynskey 29er – it is the most versatile and fastest hard tail I have owned ….
this from DIRT
I’ll just cut to the chase here: If you are a product manager in the bike industry, I’m begging you, don’t kill off the 29ers in your line-up.
I understand that 26 is dead. I know that you could make the greatest mountain bike in the world and not sell a single one of them if they were equipped with “old” 26er wheels because 650b/”27.5” is now Jesus Chris’s Official wheelset of choice. I get that. I’m not really happy about it, but I’m a realist and I understand that the battle for the hearts of the masses has been won. 650b has effectively kicked sand in the face of 26 and strolled off with his girlfriend.
But let’s not also kill off 29ers. Not yet. Please.
I’d never have predicted that I’d one day defend the 29-inch wheel size. For years, I was not a fan. Or, to be more accurate, I hated the things. I’d ridden 29ers since 1999 and had never been impressed by their sluggardly handling. Most of them simultaneously annoyed and bored the hell out of me—riding one was the cycling equivalent of being trapped in a supermarket and being forced to listen to James Taylor butcher Marvin Gaye’s How Sweet It is for an eternity.
Wagon wheelers rolled over rocks with greater ease, sure, but for many years, they seemed to suck the soul out of riding. and while there are plenty of other reasons to ride a bike, I’ve never really given a damn about anything other than fun. Riding for fitness? If I wanted to be healthy I’d just stop eating bacon and drinking beer.
So 29ers and I were not a match made in heaven. But about five years ago the bike industry got serious about the wheel size and a much larger group of engineers and designers began fiddling with the larger wheels; in doing so, they wound up creating legitimately fun 29ers—bikes that not only monster-trucked over obstructions, but which also possessed some of the liveliness of the 26-inch wheel. The Santa Cruz Tallboy is the model that immediately comes to mind as the first 29er that rocked my world, but there have since been plenty of others and that’s because the market matured.
It takes years of product development for any technology to come into its own. Those first suspension forks sucked by today’s standards. Early disc brakes were nothing shy of scary. But after enough years of trial and error, you wind up with products that truly deliver on their potential. Cue the image of monkeys cranking out copies of Romeo and Juliet—it’s just a matter of numbers and time.
And that’s right where we stand with 29ers. This segment of the mountain biking universe is just growing out of its overweight, acne-riddled, 8-sided-dice-rolling ugly adolescence and is coming into its own. Frame geometry is largely dialed now. Single-ring drivetrains are enabling manufacturers to shorten chainstays and accommodate big tires. You may not have liked the 29ers of the past. I understand why—I didn’t either—but have you ridden the Yeti SB95 or the Santa Cruz Tallboy or the Specialized Enduro 29er? These are just a few of the big-wheel bikes that blow conventional wisdom about 29ers right out of the water.
In short, we are on the verge of bringing 29ers into their own and, yet, I’ve heard product managers asking themselves whether they should cut 29ers out of their lines altogether and simply replace them with 650b.
Seriously? Now? We’re going to toss the 29er onto the funeral pyre right when its come into its own?
There are a few companies (Giant comes to mind) who have struggled to make their suspension designs really mesh with the largest wheels. I understand why those companies are embracing 650b, but those companies are vastly outnumbered by the ones who are considering shelving 29 because it’s suddenly no longer hip.
This bums me out to no end. I understand the logic. This is business after all. Those companies keep the lights on by selling bikes—not unicorns, rainbows or beer-soaked high fives. If no one wants to buy your 29ers, you’d be a fool to keep cranking out the big wheelers while ignoring 650b. And, yes, I like a lot of the new 650b bikes. Giant Trance Advanced SX? Brilliant. Kona Process? Fantastic. GT Force? Damned good.
So, fine, make some 650b bikes. They’re, to paraphrase Mugatu, so hot right now. But when it comes to 29ers, take a stand. Be bold. You don’t have to stock one in every model and size, but let’s not give up on the breed altogether. Twenty-niners aren’t for everybody and every style of trail, but in some applications, they have no equal. And, dammit, after all these years, we’ve finally gotten a good crop of the damn things. It’d be a shame to see them packed off to the glue factory simply because something slightly cooler just happened to show up.
Went for a run today – making the most of the great weather. 10km felt longer as not really been running much this year and also pace was a slow 4:50+/km.
Back to flat and used the rollers on the legs before having a shower.
Oskar Kihlborg/Volvo Ocean Race 2005-2006
When tragedy strikes
The 32-year-old Hans Horrevoets was sailing as a senior member of the ABN AMRO TWO team, which was largely made up of under-30s sailors.
The team were 1,300 miles from the finish of the transatlantic leg when the wind rose from 12 to 25 knots. Skipper Sebastian Josse was at the wheel and Horrevoets was trimming the spinnaker when the boat nose-dived into a wave in 25 knots of wind, throwing Horrevoets overboard. After 40 minutes of searching, the crew found his body and hauled him back on board, but he could not be resuscitated.
Just three days later, the crew of ABN AMRO TWO, still mourning the loss of their friend and with his body still on board, were called to show their fortitude and rescue the entire crew of movistar.
They had landed off a big wave with a huge bang and water was surging in the boat through the broken keel structure. With a storm of 50 knots promised within the next 24 hours, Bouwe Bekking’s team had to decide whether to stay with the boat, which could sink in seconds, or abandon ship. The next day, as the storm approached, the movistar crew took to a life raft and transferred over to ABN AMRO TWO.
“Hans was equally as good a guy on the boat as he was on the shore,” said Nick Bice, a fellow crewmember on ABN AMRO TWO. “On the boat he was a great sailor and a great guy to have on board. He is sadly missed.”
Despite the huge trauma of dealing with the loss of Horrevoets, the ABN AMRO TWO crew decided to complete the remaining legs of the race in memory of their team mate.
“It was quite fitting that in the leg from Rotterdam to Gothenburg, we led the whole race and eventually came in second,” Bice added. “Everything we did from that point on was in Hans’ honour.”
Horrevoets was the fifth sailor to die at sea during a Whitbread/Volvo Ocean Race following the loss of Paul Waterhouse, Dominique Guillet and Bernie Hosking in the inaugural race in 1973-74, and Tony Phillips in 1989-90.
Since then, an award has been established in his name to honour the outstanding young sailor in each edition. The Hans Horrevoets Award was given to Michi Müller of PUMA in 2008-09 and Dave Swete of Sanya in 2011-2012
We reviewed the titanium Sabbath September here on road.cc last year and were liked it a lot. Editor Tony loved it. Now we have the disc-braked version in on test and we’ll be interested to find out how it compares.
Our man Stu said that the standard braked version was engaging, fun and functional. He also said that it as sweet handling and comfortable. In fact, we were so impressed that we gave it 11th spot in road.cc Bike of the Year.
Macclesfield-based Sabbath say that the September is “a truly utilitarian bike” aimed at “utility and audax riders looking for year round riding.” It’s made from 3Al 2.5V straight gauge seamless titanium.
Why add disc brakes? Well, Sabbath see the September as a year-round model so it’s likely to be ridden in all sorts of weathers. Plus, lots of people use a bike like the September for commuting and light touring, and the the increased power of disc brakes makes a lot of sense when you’re carrying a load.
We showed you a prototype of the September Disc in December last year. Since then Sabbath have increased the tyre clearance. Previously it could take 28mm tyres but now the chainstays have been lengthened from 425mm to 430mm and they can accept 35mm tyres with mudguards fitted. The idea is that this will allow riders to take advantage of the disc brakes and offer greater ‘do it all’ versatility.
Sabbath say that the rear dropouts needed beefing up a little so they increased their thickness. They also created a little more overlap between the dropout and chainstay joint to resist the braking forces associated with the discs, and you now get a replaceable rear mech hanger which you didn’t get with the original September frame.
Sabbath have increased the diameter of the top tube on the finished September Disc from 31.8mm up to 34.9mm, and they’ve now ovalised it horizontally at the head tube end with the aim of increasing lateral stiffness in this area. Visually, that increased diameter now better matches the 40mm diameter of the down tube.
Speaking of the down tube, that’s largely unchanged from that of the prototype frame we showed you except that Sabbath have ovalised the tube horizontally at the bottom bracket for increased stiffness in that area.
The rear brake cabling is now neatly tucked away in between the two gear cables along the underside of the down tube. It passes under the bottom bracket to the inside face of the left chainstay, then heads up to meet the disc brake cable stop. Sabbath say that approaching the brake from this angle creates a smoother run for the cable than running it along the top of the chainstay. They have also fitted adjustable gear cable stops on the down tube.
Our test bike is built up with a Whisky Parts Co carbon fork and a Shimano 105 groupset. The brakes are TRP Hy/Rd mechanical interface hydraulic discs – so they’re cable actuated with hydraulic power in the calliper.
The wheels are Stan’s NoTubes ZTR Alpha 400 rims on Hope Pro2 Evo hubs, and they’re fitted with Continental Gatorskin tyres – a conservative 25mm width.
The handlebar, stem and seatpost are all aluminium options from Pro’s LT range and the saddle is a Selle Italia SLS.
In that build the weight is 9.34kg (20.5lb).
The September Disc will be available as three complete builds, none of them exactly the same as the bike we have here. The closest to it is the Sabbath September Disc 105 Hy/Rd, which is nearly the same as our test bike but it comes with a Kinesis DC37 fork, a Selle Italia XO Gel saddle and SKS P35 mudguards. That one is priced at £2,799.
A Shimano Tiagra build with TRP Spyre brakes and Mavic Open Sport/Shimano XT wheels is £2,299, while a version with a Shimano 105 group, Spyre brakes and Mavic Open Pro/Shimano XT wheels is £2,499.
These complete bikes are subject to change and Sabbath are also open to other (including bespoke) options.
While you might think the idea of a do it all road bike made from titanium might seem like a niche proposition it’s actually the sort of machine that sets the pulse racing for quite a few cyclists – the Sabbath has already set some hearts fluttering in these parts.
it doesn’t have the Ti all-rounder field to itself though, and while you couldn’t say that field is crowded there’s certainly a few to choose from. Also in on test here at road.cc is the Kinesis Tripster ATR (available as a frameset), depending on which end of the all-rounder spectrum you prefer Salsa have the Fargo Ti and the Colossal Ti – you can have the cheapest September full build for little more than £300 more than the frameset price for the Colossal Ti. If you’re not so bothered about disc brakes Van Nicholas have the competitively priced Amazon and Yukon – and disc braked versions of both can’t be far away.
Stu is reviewing the Sabbath September Disc. It makes sense, seeing as he rode the original. He’ll be back with his review soon. In the meantime, go to www.sabbathbicycles.co.uk for more info.
Mini Velo bikes are head turners. Their pint-sized dimension stirs curiosity, and their appearance causes heated style debates. Born out of the necessity of storing bikes in the compact apartments of countries like South Korea, mini velo bikes are now making a quiet debut in the United States and UK
Read more for details.
The concept of the mini velo is simple, a full-sized bike built on the compact 20″ wheels of a folding bike for easy storage. As a result, mini velos fit easily in closets and even under beds. What sets these bikes apart from existing small-wheeled bikes (folding bikes, BMX bikes) is their unique road bike styling cues: drop handlebars, double diamond frames and thin performance tires.
Fun facts about mini velos:
• Soma Fabrication of San Francisco now offers a complete mini velo in the USA
• Traditional heritage brands like Bianchi and Gios offer mini velos in Asia
• Sillgey Cycles makes a popular fixed gear model called the Piccolo
• Dahon makes a performance oriented model that folds, the Dash X20
• The handling is stable due to using full size bike geometry
• Their low stand over height makes fit more universal
• Fits in closets and some models fit under beds
I got to work with some of the best Trials bikers in the country take on the City by the Bay in the Fusion Energi and CMAX Energi. In cars powered by battery and gas, these bike-ridingthrill-seekers go further than you can imagine with the help of a company that is all about MPG AND http://www.ford.com
Super thanks to Ford for making this video happen! Video wouldn’t have been possible without Ford, and the amazing athletes we got to work with.
Main athletes featured in the video are:
Tim Knoll – BMX rider http://www.youtube.com/dactylorbitingida
Jeremy VanSchoonhoven – Trials Riders