Contributed by Phill Harvey
December 10, 2011 at 12:51:46
2012 Fox Racing Shox
Sea Otter: 2012 Fox Racing Shox
For 2012, Fox Racing Shox has some big, dramatic changes to existing models, plus a couple of completely new ones.
Just showing that companies do actually listen to riders, and pay attention to how people use their stuff, Fox has changed the ProPedal lever system on the RP23 rear shock. Instead of the two positions being ¡®No Pro Pedal¡¯ and ¡®Pro Pedal 1, 2, or 3¡ä, the lever now allows you to have two different amounts of Pro Pedal. Basically, in the ¡®on¡¯ position, it¡¯s like having the Pro Pedal 3 on. This is constant. When you flip the lever ¡®off¡¯, you can now have a choice of Pro Pedal on 0, 1 or 2. This lets you set up your shock with a bit of permanent light Pro Pedal, perhaps to keep the bike up in the corners, or on particularly wallowy descents, while always having that ¡®steep road climb¡¯ stiff shock position.
The other thing you notice about the RP23 (in its top-tier Factory version) is that there¡¯s Kashima coating everywhere. This only comes on the top models (though it will also be available to OEM¡¯s this year too) but it¡¯s expensive because it all has to be sent to Japan for coating. Much of Fox¡¯s work this year has been to reduce friction and stiction wherever it can.There are new seals and wipers on its forks, and the rear shock has been completely coated (to coat the inside of the air can means doing the outside as well.) Although it may not match all bikes, it¡¯s a pretty handsome, neutral colour.
A magic top cap¡ If you have one of these, you¡¯re pretty special. They only come on one of the new Fox forks, the Fox Float Ti. Starting at the top cap, it uses a titanium bolt for its rubber expander, rather than a Star Fangled Nut ¨C this is because¡ the steerer (and the hollow crown) are made of investment cast 6/4 titanium.
Using the magic metal, which Fox reckons is lighter than a carbon crown/steerer, it allows the fork weight to drop to a low of 2.9lbs (QR version) and a mere 3.25lb for the one with all the options (15QR, RLC)
The Float Ti has a completely hollow crown and one piece tapered steerer and crown.
The minimal looks seem to suit it quite well. Expect to see top Fox athletes like Adam Craig on this fork at Dalby Forest next month.
Fox has called on the seal experts at SKF to make its new wiper seals. There¡¯s a noticeable difference between these and current year seals.
And talking of seals, even the damper rod seal has been upgraded (right) over last year¡¯s (left) ¨C and this is something you can feel in isolation when cycling the damper. The whole effect of these bits together gives you a very plush fork. So that you don¡¯t have to crank up the fork pressure to combat all this, and to make the fork sit nicely in use, Fox has increased the slow-speed compression and removed some of the mid-speed compression. This means you can have your fork set up quite stiffly, but it¡¯ll still move on the smaller bumps without diving. And when you do hit a big bump, it¡¯ll still move out of the way. There are two different damper tunes too ¨C one XC tune for forks from 80-120mm and a more aggressive, all trail tune for forks from 140-200mm.
There is another new fork in the range¡ This is in response to the more hardcore 29er frames coming out from the likes of Niner. This is the Fox 34 which, as you might guess, has 34mm stanchions, and 140mm of 29in-wheel-only travel. It¡¯ll come in tapered and 15mmQR only. Rad!
These are all shots of the new 29er fork, but you get the idea of the smart dark gold and black livery. For 2012 Fox is dropping its previous range names and now going for:
Factory ¨C all the stuff here. The top of the line, racer-boy level of components, Kashima and titanium all over the place.
Performance ¨C Regular high performance forks and shocks
Evolution ¨C a slightly more affordable level, with less swish components, no Kashima and some open bath forks.
And, finishing as we started, with the rear shocks¡
Kashima coating too on the DHX Air. The bushings for the mounting hardware too have been exactly sized when finishing in order that they move freely too. It¡¯s all very slippery.
So far I¡¯ve spend about six or seven hours of riding on the new forks and RP23 and I reckon that they¡¯re going to make a good product even better. It¡¯ll come at a price, but a factory ride doesn¡¯t come cheap¡
Contributed by
December 1, 2011 at 17:09:50
Just In: Trek Remedy 9.9 Carbon Frameset
Just In: Trek Remedy 9.9 Carbon Frameset
posted by ZachOverholt - June 1, 2011 - 5pm EST
Here it is, the last piece of our Shimano XT test mule puzzle, a Trek Remedy 9.9 carbon frame. Initially we had planned to build a capable all mountain ripper that wouldnft break the bank and was decently light. That was until the Remedy 9.9 carbon showed up, and our plans went out the window. Coupled with our DT Swiss EXM 150 fork, even with a full XT build kit, this will still be one light 150mm travel bike.
Light weight is great and all, but for a true all mountain rig durability is probably more important, so how does the Remedy stack up? When you first pick up the frame, its burliness belies the true weight as thick tube shapes trick you into thinking itfs heavier than it really is. Then you realize that this weight includes the rear thru axle, full bottom bracket, part of the headset, the shock, and the seatpost collar.
Itfs obviously going to be light, otherwise why bother with carbon, but just how light is it?
Find out after the break!
5 lbs, 12 oz for a 17.5 frame, thatfs how light. Remember, that this includes everything listed above and you start to see the big picture. Considering there are 100mm travel frames that are around 5lbs, the Remedy is fairly impressive for a bike of its size.
While the Remedy 9.9 is indeed light, durability seems to have been a top priority which is shown through the use of aluminum for the chain stays, the carbon armor on the down tube, and OCLV Mountain carbon. Now, I know what youfre thinking, ggreat, another acronym/company saying its carbon is the best, but just watch the following video first before you make up your mind.
I admit, the thought of a carbon all mountain bike is a little unsettling, but after many miles on two generations of Trek Fuel EX 9.8s, the worry is fading. The only negative when you compare the carbon Remedy to its aluminum siblings, is the lack of ISCG tabs, but Ifm guessing this is something they are working on.
Even though it lacks ISCG tabs, at least there is a chain guard plate that should protect the frame somewhat in the event of a dropped chain.
When we first set out to obtain a frame to run the new XT group, one of the main requirements was that the frame came equipped with 142 x 12. There are still quite a few companies that arenft offering it, or that are going with 135 x 12 instead, but the fact that Shimano appears to be supporting 142 x 12 and not 135 x 12 is telling of where the industry is headed. The Remedy frame will allow us to take advantage of Shimanofs new 142 x 12 XT level wheelset, which is a first for the XT level. Like all 142 x 12 from Trek (Scratch includes 135 x 12 hardware), the frame also includes the hardware to run the standard 135mm quick release so you can run whatever you want.
At the heart of the Remedyfs suspension is the Fox DRCV RP23 which is connected to the EVO Link and Full Floater chain stays. DRCV stands for Dual Rate Control Valve, which is tech speak for the fact that inside the shock are two air chambers that are connected via a small plunger. As the shock progresses through the travel the plunger is moved which opens the second air chamber which provides a super plush suspension that still pedals efficiently. Add in the RP23 with Boostvalve and you have a 150mm all mountain bike that can climb like a Billy goat.
The US made Trek Remedy 9.9 has enough acronyms to sink a ship, but that doesnft change the fact that it is a lean, mean, all mountain machine. Built up with a random assortment of parts from my basement, the fully built bike came in at 26 lbs 15 oz, with pedals. Hopefully the next time you see this bike it will boast a full XT kit, along with quite a few more miles with a full review to come.
Contributed by Phill Harvey
December 1, 2011 at 17:02:39
Sneak Peak! All New SRAM Red Group!
Sneak Peak! All New SRAM Red Group!
posted by Tyler (Editor) - December 1, 2011 - 9am EST
It was about due…the SRAM Red group hasn’t been updated beyond color options since its debut years ago. Now, here’s the first sneak peek at the forthcoming overhaul of their top end group.
We’ve been promised some sort of info on this today, so look for another post or update as soon as we get something in. Rumors are running rampant at the moment that SRAM is pushing up the official launch (or at least info leaks) of this group in response to the unofficial leaks of Shimano’s new 11-speed Dura-Ace that we broke first earlier this week. Dealer meetings have apparently been pushed from January to mid-December. While we were thinking we’d see an official launch around Sea Otter, looks like we’ll be seeing the full launch in February 2012.
UPDATED! See updates throughout post for insight from our anonymous inside source at SRAM!
Screen grabs and arm chair analysis after the break…
Perhaps the most expected change is a chiseling of the cassette to mimic the XX mountain bike version. This is likely the easiest way for them to save weight on the group. The current Red cassette is 155g (claimed) in it’s smallest 11-23 iteration. We wouldn’t be surprised if this one comes in around 130g, putting it in the ballpark of the most chi-chi ultra lightweight bits from boutique brands. The other reason to go with a machined out cassette is to hopefully reduce drivetrain noise, a common complaint about Red, and make it a little more cyclocross friendly by letting mud and crud shed through easier.
UPDATE: Should be the lightest mass production cassette ever made.
This one’s harder to tell. The rear derailleur looks like the cable clamping bolt has moved down a bit and positioned at more of an angle. Perhaps offering a bit easier installation?
UPDATE: Some of the bolts, like the adjustment screws and cable bolt, are recessed and repositioned with a focus on aerodynamics as well as weight savings. The crank arms’ shape takes this into consideration, too.
Again, not a lot of visual differences on the front derailleur from what we can see in the video. The parallelogram arms look a like they’re a bit more angular and edgy, which would give it a good, strong look. Cages are probably still titanium. Hard to get much lighter than 58g!
Cranks look like the arms are maybe a bit more rounded off on the corners but definitely still carbon. Shown here with their GXP spindle. Big ring is still pretty tall.
Brakes look like they are heavily redesigned with a recessed center section rather than the current ones. The design could give them extra strength by using a triangle with a relief to save weight rather than a full cutout like Campy’s skeleton brakes.
UPDATE: Brakes will have a narrower profile and look like they have a small cantilever at the clamp.
SPECULATION: If you look at what products they’ve used in a racing situation in the past that weren’t necessarily race products, you’d know that Contador used one of their Wi-Fli wide range cassettes and long cage derailleurs for some of the climbing stages last year. It’s not a stretch to think they could eventually offer Wi-Fli options in the Red and Force groups, too. Currently, it’s only available in Rival and Apex. Moving it to the lighter groups would give their sponsored teams a lightweight option for the mountains.
Contributed by Phil Harvey
December 1, 2011 at 16:56:12
Trek Session 9.9 - Tested
The Session 9.9 is all new for 2012, and the forth incarnation of Trek's Session downhill bike. It is built around an entirely new frame for 2012 that is manufactured at Trek's U.S.A headquarters, with the front triangle, seat stays and EVO Link all being made from carbon fiber. Total weight for the production bike pictured above is 35lbs, making it the lightest production downhill bike available.
The frame alone weighs just 7.2lbs (including the stock Fox DHX RC4 shock and its steel spring) and comes from the factory with a two year warranty. Trek hasn't been shy about wanting to create the most capable off the shelf race bike available and to do that it needed to come stock with first-class suspension. As such, the production 9.9 sports Trek-developed proprietary Fox suspension, including an interesting Fox Hybrid Air fork that uses an air-assist spring that you'll find only on the 9.9, and a custom rear shock tune that is currently used by the TWR team. Both get the full Kashima treatment as well. If you purchase the 9.9 as your race bike you will officially have no equipement excuses to fall back on after a bad day on the hill.
Riding the Session 9.9
Filmed and edited by Levi VanderKwaak
Suspension Performance: Fox Racing Shox and Trek have worked together on the 9.9's suspension with the result being a fork and rear shock package that is unique to Trek, and a setup that would make most factory riders jealous. Up front, the Hybrid Air fork, with its titanium coil and air spring combination, performed exceedingly well. Setup was a breeze, requiring only a shock pump to make major changes to the spring rate instead of needing to remove the fork's top cap to swap out the coil. While many riders prefer the active feel of a coil spring (thanks to them requiring less sealing surfaces than an air unit), air sprung suspension has the advantage when it comes to being able to quickly fine tune the ride for the terrain. Fox and Trek have managed to merge the best of both worlds with the Hybrid Air fork, with it feeling every bit as active as a purely coil sprung unit, but with the ability to tune the spring rate in the smallest of increments. Those who like to take the time to find their bike's ideal setup will be in seventh heaven with the Session's trick Fox fork.
Pinkbike's Mike Levy up to speed on the Session 9.9 on some familiar Whistler terrain.
On dirt the Hybrid Air fork felt a touch more progressive than a standard 40, likely down to the ramp up caused by the fork's air cartridge. This is a welcome addition to the performance, though, with it meaning that we didn't need to be quite as aggressive with the spring rate and high speed compression setting. This allowed for a slightly more forgiving ride, and in turn meant that this particular 40 was easily the most active that we've ever ridden. The Fox DH fork often receives criticism for its sticky feel (caused to the large surface area of the fork's 40mm diameter stanchions), but we had no such complaints with the unit on the front of the Session - it did a great job of eliminating the chatter from small bumps before it could be transferred to the rider, and in turn, surely improved traction at the front end as well. We've been critical of Fox's Kashima coating in the past, with the added smoothness of the gold coating being easily offset by many factors, but it likely played a role in the solid performance of the Hybrid Air 40. With a more active, yet progressive and controlled stroke, the Hybrid Air fork is the best performing 40 that I've ridden.
Out back, the World Cup spec DHX RC4 damper made for a very unobtrusive rear end - you know that good things are happening back there when the rear of the bike feels invisible. It simply went about its job of moving the wheel out of the way as fast as possible without complaint. It didn't matter if it was a 10" tall ledge that was trying to stop the bike, or hundreds of small spider roots that were splayed across the trail at every angle, the damper made everything feel like less of an event than it should have been. In fact, the Session's custom tuned DHX RC4 is the first shock that we've felt has equalled the much heralded Cane Creek DoubleBarrel in terms of outright performance, with the Fox shock being much easier to wrap one's head around as well. The tailor made shock features custom valving, but also a new check valve on the main piston that allows for oil flow on rebound and blocks it on compression, helping to improve the bike's stability. But one has to wonder how much of the rear end's action can be put down to the production bike's exceptional Fox shock, and how much can be pinned on the revised leverage ratio that is said to handle square edges much better (thanks to tweaked rocker link, seat stay and lower shock pivot locations). Either way, whoever ends up with the Session under them is going to have what we feel is the most dialed package that any rider could hope for. No aftermarket suspension upgrading needed, no sending the shock away for tuning, and certainly no excuses.
Handling and fit: Looking back at some of the more recent downhill rigs that we've spent time on reveals a host of bikes with very specific characters - some forced us to really ride the front of the bike, while others had us feeling as if we were in the backseat regardless of how many times we turned the dials and upped the spring rate. Yes, good riders have shown that those machines can certainly be ridden fast, but they do suit certain riding styles more than others. A neutral bike, one that doesn't favour a particular riding style over another, always results in a fast ride, and the Session ticks that box. The carbon bike simply went fast without making a fuss about it. Lean into the turn and the bike responds exactly how you hope that it would: with a planted feel that gives the sensation of it using some sort of traction control in order to remain so calm. It didn't matter if it was a fast, marbly sweeper, or a tight and off camber corner, the 9.9 tracked predictably and was easily controlled. Some of this is a result of the 9.9's impressive G4 Team tires, but it isn't that simple. While certain manufacturers out there are pushing common sense with bottom bracket heights in the mid 13" region, the Session's 14" BB height seems rather mundane. But it also makes it quite clear that a bike doesn't need to be scraping the ground constantly in order for it to rail corners. After our time on the Session it is easy to see why Gwin, with his precise riding style, gets on so well with the this bike.
The Session's top flight suspension devours nasty terrain, big and small hits alike.
The bike's staggering performance has to be put down to a number of different factors, with the dialed suspension, proven geometry and the bike's active ABP rear end all working together to create a formidable package. The predictable nature of the bike, no matter what type of corner or terrain, must be due in large part to the bike's active suspension that allows you to anticipate the bike's behaviour, but also the RC4's trick valving that works to keep the bike from pitching. This attribute also means that the 9.9's geometry remains relatively stable, even if you're not, and we're convinced that it is this reason that the 9.9 is the animal that it is. Can some of the praise also be heaped on the bike's carbon fiber frame? There is a good argument for it playing a part as well, with Trek's engineers making great efforts to tune the bike's feel by experimenting with different carbon layups, but we can't say how much it counts for on the trail. What is impressive, though, is how stiff the frame feels regardless of its 7.2lb (including the Fox shock) frame weight - there are many bikes out there that we consider to be noodles in comparison, despite some of their frames weighing 2lbs more than 9.9s. InTension in action? There is undoubtedly something to it. The 9.9 would likely not be in the same performance bracket that it sits in if one or two of the above qualities were missing, but the package as a whole adds up to a bike that should be sainted for its ability to not punish mistakes. Hang off it any which way you'd like, ride the brakes, take the wrong lines - you'll suffer for it less on the 9.9 than on any other downhill bike out there.
Not so fast: The 9.9 is closer to being without fault than we would have ever expected, but a racer always wants more when talking performance. The one area where the Session may not be best-in-class is when it comes to putting the power down. It steams ahead in a satisfactory way, but it certainly doesn't have that rare, inspired feel that a few other steeds can boast about. It actually feels a bit humdrum when you're asking your legs to do all they can to make up lost time.
The Session also gives the impression of being slightly shorter in the cockpit than some other downhill bikes, with the medium size's effective top tube length feeling shorter than its 23" measurement would have you believe. Riders who would usually be aboard a medium will want to have a close look at the numbers, or even better, take a seat on one to get a feel for it. We wouldn't go so far as to say that the front end is cramped, but we were aware that the bars seemed a touch closer to our knees than we were used to. At 5'10" I could ride either the medium or large, but would likely prefer the longer of the two sizes. The bike's wheelbase also grows by a full inch between the two sizes, from 46.5" to 47.5", with the extra inch coming solely from a longer center to front number.
Trek's Andrew Shandro puts in the testing aboard an early 9.9 prototype well over a year ago.
What about those parts?
• The Session 9.9 comes stock with a few different Bontrager components, including its 2.35" wide G4 tires that bear a striking resemblance to the popular Minion. This isn't a coincidence, the Minions are a proven performer, but the G4 tires do have some subtle differences to the knob shape that actually make us prefer it over the Maxxis rubber. The tire has a much more predictable feel than what we've come to expect from the Minion, in our opinion allowing them to not only hold an edge longer, but also break traction in a less eventful manner that feels more controlled. Some riders will take issue with their 2.35" width, preferring to run a wider option for their trails, but we were happy with how they performed. Braking traction, as you'd expect from looking at the design, isn't as good as found with some other tires.
• The bike's lightweight Bontrager Rhythm Pro Carbon handlebar may look a little strange thanks to its unconventional shape - the sweep takes place further out from the stem clamp than other bars - but it does feel comfortable. Its 750mm width would have been considered massive at one point, but we would have liked to see a wider bar on the 9.9, possibly the new 820mm wide carbon fiber Bontrager DH bar that will soon be available. That's 32.28"!
• Are carbon crankarms up to the task of life on a downhill bike? After smashing the XO DH arms into rocks, landing to flat too many times for our liking, as well as a few eventful pedal strikes, we'd have to say that yes, they can handle whatever you want to throw at them. They also just happen to weight in at 750 grams (including the GXP bottom bracket), lighter than many cranksets built exclusively for cross-country use.
• The rest of the XO DH group performed just as well, with the brakes offering up plenty of power that was easy to control, enough that we'd question the need for average sized riders to make the move to the heavier Code stoppers.
• MRP's 156 gram G2 SL ups the bike's carbon content even more with its carbon fiber backplate that is sure to get the doubters talking, but it proved to be reliable and strong enough to brush off multiple impacts from us grounding the bike out on high points on the trail.
• While the bike's build performs well, as we'd expect given its $8,929.99 USD MSRP, we just couldn't come to terms with the stock grips. Every rider who sat on the 9.9 said that swapping out the grips would be one of the few changes that they would make. Are we nitpicking? Probably, but it just goes to show how close the carbon Session is to being without fault.
The bike's surefooted feel inspires confidence on fast or lose terrain, with its G4 rubber impressing us time and time again.
Pinkbike's take:
Trek has put a lot of effort developing the Session into a package that performs well on any terrain, and it showed when the bike was ridden on the edge of our personal limits. When the point is reached where rider skill level is maxed out, when things can start to look ragged and like you may only keep it up another few seconds, this is the time when the 9.9 comes into its own. The new Session is the most forgiving bike that we've spent time on in this regard. To put it clearly, the 9.9 will simply not punish rider error as much as other machines. This is a highly significant point when talking about a bike that has been designed as a no holds barred race bike. In the heat of all this praise it's important to keep in mind that race times will always come down to rider skill, no matter how great the bike is. Not to shatter your dreams, but don't expect the 9.9 to be lifting you up from sport category pack fodder to pro-level podium contender. And the Session 9.9 will surely have its critics. Some will never be convinced of the validity of using carbon to build a downhill frame, others will point out that the Bontrager components, as well as they perform, have no place on a bike costing $8,929.99 USD. Hell, the frame alone retails for $4,199.99 - that's more than many off the shelf complete bikes! Price and components aside, the fact is that Trek has designed and built the highest performing downhill bike that we've ever tested. Strong words that are sure to stir the pot, but we have to give credit where it's due.- Mike levy
SESSION 9.9 FRAME DETAILS:
• Intended use: Downhill racing
• All new carbon frame
• Carbon EVO Link and seat stays
• 210mm of rear wheel travel (up 10mm from last year)
• Tapered E2 1-1/8'' - 1.5'' head tube
• Frame is approx. 800 grams lighter than the TWR team's aluminum version
• ISCG-05 chain guide tabs
• 12 x 157 ABP DH rear axle spacing (slotted 150mm rear end for easier wheel alignment, can also accept standard 150mm wheels)
• Internal or external cable routing for both brake and derailleur
• Custom Fox RC4 shock with TWR tune
• Adjustable geometry allows head angle range from 62.5 to 65.4 degrees
• Revised suspension rate for better square bump performance
• Frame weight: 7.2lbs (w/ Fox DHX RC4 shock with a steel spring)
The bike's low weight and suspension is only part of the story, with its adjustability also playing a big role in its performance. Between the Session's Mino Link system (rotatable chips used to attach the seat stays to the EVO Link, pictured to the right ), the Cane Creek AngleSet headset that comes stock, and 12mm of adjustability in the Fox fork’s axle-to-crown length, the new Session has over 28 geometry settings. This unique combination of adjustability provides 1/3 of a degree adjustments at the head tube, and bottom bracket adjustments down to the mm. Excessive? Certainly not, considering the bike's intentions as a top tier race machine. It should also be stressed that although using a combination of the Mino Link and AngleSet allows you to select a head angle between 62.5 to 65.4 degrees, the Mino Link's prime intention is to tune the suspension by varying the leverage ratio to either devour square edge impacts or to pop, enabling the rider to clear rough sections with ease. The AngleSet and axle-to-crown length compensate for the geometry changes made by altering the Mino Link.
While the layout may look the same as previous years, closer examination reveals slight changes to the pivot locations that have been made, enhancing the bike's ability to handle those square momentum killing impacts. The main swingarm pivot is still in the same location relative to the bottom bracket, but both the EVO Link rocker's shock pivot and seat-stay pivot locations have been changed slightly. Trek has also altered the length of the swingarm's 'Full Floater' extension at the lower shock mount. Why? Trek is adamant that the suspension's leverage rate plays a much larger role in allowing the bike to carry momentum over rough ground.
The new design features a slightly flatter rate through the middle of the stroke - where the bike spends a lot of its time - which allows the rear wheel to react quicker to abrupt impacts that try to suck your speed away. In simple terms: the rear wheel can move out of the way faster if the suspension uses a flatter leverage rate, and the faster the rear wheel can move out of the way, the more momentum the bike will carry. That flatter rate also adds an extra 10 mm of rear-wheel travel, upping the total amount to 210 mm. Of course the 9.9 employs Trek's ABP system that allows the dropout pivot to rotate concentrically around the rear axle, limiting the amount of rotation between the caliper and rotor, making for more active suspension under braking, but the design is also interchangeable to accept both common 12 x 150mm hubs and the new 12 x 157mm size.
Some of the 9.9's most interesting technology is hidden within the frame. Like all top carbon frames, the Session frame is built using a bladder - a lightweight inflatable balloon is inserted within the frame to apply pressure to the layers of carbon as they cure inside the mold. A rubber bladder cannot apply even pressure to tight and or complex-shaped sections within the frame. According to Trek, instead of adding extra carbon to reinforce these trouble spots, it uses a proprietary low-density, ultra-stiff material inside the frame to evenly pressurize these areas from within. Interestingly, Trek claims that this method, referred to as 'InTension', actually results in tube sections that are four times higher in flexural strength and eight times as stiff. InTension helps build a lighter, stronger carbon structure by replacing inner layers of carbon with a material that fills more volume, but with significantly lighter weight than a carbon-only structure. Presently, the Session 9.9 is the only frame in Trek's lineup that currently uses InTension, but Trek is so pleased with the performance that it is likely to be found on other models in the near future.
2012 Trek Session Geometry:
Between the Session's Mino Link system (rotatable chips used to attach the seat stays to the EVO Link), the Cane Creek AngleSet headset that comes stock, and 12mm of adjustability in the Fox fork’s axle-to-crown length, The new Session has over 28 different geometry settings. This unique combination of adjustability gives you 1/3 of a degree adjustments at the head tube, and bottom bracket adjustments down to the millimeter. Excessive? Certainly not considering the bike's intentions as a top tier race machine. It should also be stressed that although using a combination of the Mino Link and AngleSet allows you to select a head angle between 62.5 to 65.4 degrees, the Mino Link's prime intention is to tune the suspension (by varying the leverage ratio to either devour square edge impacts or to pop, enabling the rider to clear rough sections easier, while the AngleSet and axle-to-crown length are used to compensate for the geometry changes made by altering the Mino Link.
MINO LINK RACE- big bumps, super fast, steep, maximum square edge absorption
MINO LINK PARK- maximum pop for jumping, higher BB for super rough and rocky, fast-pedaling courses.
*size medium, applies to both carbon and aluminum models
Options: It goes without saying that a $8,929.99 USD mountain bike does not make sense for the vast majority of riders, regardless of how great it is. But it gets interesting when you take a look at the two aluminum framed options, the $6,299.99 Session 88 and the $4,619.99 Session 8. While they are missing some of the suspension trickery that is employed on the 9.9, the genes of a fast bike should still be present, especially when you consider that the geometry is identical to their more expensive brother. We are a bit disappointed to see that Trek decided against offering an aluminum frame on its own.
The 9.9's component spec consists of a mix of SRAM, Avid and Truvativ's new DH specific group, along with a some of Trek's in-house Bontrager parts sprinkled in. Some may be disappointed to see the Bontrager branded post, bar, tires and rims, but it needs to be noted that Trek has spared no expense when it comes to the bike's suspension. The custom tuned rear shock is the only production damper that makes use of a one way check valve on the main piston, something proven to be beneficial on dirt bikes to control chassis movement, and the Trek only fork is sprung with a combination of air and a lightweight titanium coil spring to keep the weight low and adjustability high. Both units receive the full Kashima treatment as well.
Contributed by Phill Harvey
November 17, 2011 at 16:52:31
Want to train with Cavendish this winter?
Want to train with Cavendish this winter?
posted by Marc - November 15, 2011 - 9am EST
3 Legs Cycling (3LC.tv) can make it happen! Not in person, of course -he’s very busy- but by way of a series of 5 trainer DVDs. Using experienced trainers to provide real motivation to drive hard efforts, the 3LC Training Sessions allows viewers to join Mark Cavendish and six other top-tier riders on their trainer sessions on the Isle of Man. Hit the jump for a fascinating perspective (literally) on trainer riding…
Press Release From 3LC.tv: For the first time in history, 3LC let’s you train with World Champion Mark Cavendish as he rides alongside his lifelong friends on his home turf – the Isle of Man.
We talked to many cyclists and our market research pointed towards turbo sessions that come ‘straight out of the box’, that is, no complicated setting up procedures with expensive or drawn out pre-use assessments.
Each of the 5 DVDs 3LC have produced so far focuses on a specific cycling discipline – Sprinting, Time Trialing, Climbing, Road Race and Ladies Road Racing.
The 1st series showcases an all-star cast of current and former Manx cyclists including:
- Mark Cavendish – 2011 World Road Race Champion & TDF Green Jersey Winner
- Peter Kennaugh – European Track Champion & 3rd overall Route du Sud 2011 (Team Sky)
- Steve Joughin – Twice British National Road Race Champion
- Rob Holden – Former British Criterium Champion
- Elliot Baxter – Former British U-23 British Mountain Bike Champion
- Chris Whorrall – Former European Track Champion now competing in Italy
- Tim Kennaugh – Former European & British medalist – Recently signed for Rapha Condor Sharp
The result is real motivation by experienced trainers, hard efforts by competitive riders and non-stop Manx Banter! We guarantee this unrivaled atmosphere will turn a typically boring turbo session into a thrilling, engaging and lung-bursting workout. If you can’t be on the road training – treat yourself to the next best thing and Train with the Manx!
Contributed by Phill Harvey
November 14, 2011 at 17:00:40
UPDATED! Campagnolo Unveils EPS Electronic Drivetrains for Record & Super Record!
UPDATED! Campagnolo Unveils EPS Electronic Drivetrains for Record & Super Record!
posted by Tyler (Editor) - November 8, 2011 - 11am EST
After two decades in development and many prototypes, Campagnolo’s EPS electronic component group has finally been made official, and they’ve launched not one but two complete groups.
UPDATE: Now with complete component weights and other details. This article has been completely rewritten upon receiving official materials from Campagnolo. See comments for full explanation.
Dubbed Record EPS and Super Record EPS, the acronym stands for Electronic Power Shift, and the brains of the operation gets another one: DTI for Digital Tech Intelligence.
The EPS system is fully electronic, with the brain sending and receiving signals to and from the components, particularly the rear derailleur, to monitor its position in real time and keep everything aligned for optimal performance. Given Shimano’s efforts in bringing electronic shifting to the mainstream conversation, what sets Campagnolo’s recent introduction apart? In a nutshell, weight and the way it shifts. Click through to get the details…
EPS SYSTEM OVERVIEW
The ErgoPower levers are very similar visually to the mechanical versions. Downshifts are handled by the larger finger lever behind the brake lever, upshifts by the thumb lever, which looks to be placed slightly lower on the inside of the hoods to make it easier to reach from the drops. The levers’ action is designed to mimic the feel of their mechanical siblings. Called “MultiDome” technology, Campy used multiple shaped layers of metal in the sensors to give the shift levers a “click” feeling.
With their mechanical levers, Campy’s “multi-shifting” lets you roll through a couple gears at a time, limited by the amount of cable that can be pulled within the range of the lever’s movement. With EPS, that limitation is gone, letting you run up or down the entire 11-speed cassette with a single push…and it’ll through the entire range of gears in a claimed 1.5 seconds! The number of gears shifted per press depends upon how long the shifter is depressed rather than how many times you press it. This is the most profound difference between EPS and Di2, relying on timing rather than clicks to shift multiple gears. It’s also likely to be the most controversial aspect of its performance.
As with Di2, the benefits of going to an electronic system are improved long term precision and better, quicker performance. Once the system is set up, it shouldn’t need any further adjustments. Both the front and rear derailleurs use an actuator-driven worm screw to move the derailleur. The actuator has sensors to monitor derailleur movement, sending signals back to the DTI, which monitors any movement and readjusts the derailleur as necessary. That, combined with a stiffer parallelogram structure on the electronic derailleurs, keeps things where they should be at all times.
The obvious benefit is precision shifting with no need to adjust cables for wear or temperature change. You also don’t have to worry about gummed up cable housings slowing things down.
The components look very similar to the late-stage prototypes we saw at Eurobike.
WEIGHTS
The complete groups weigh in at a claimed 2,184g for Record EPS and 2,098g for Super Record EPS. Compare that to the claimed weight for Shimano’s Dura-Ace Di2 (2,219g) and Ultegra Di2 (2,482), and Campy gets a slight weight advantage. Compared to the mechanical Record and Super Record groups, the EPS versions add about 200g…not a bad penalty, but more of a weight gain than with Shimano’s mech-to-electronic switch. What’s really interesting is that while SRAM was first to boast a sub-200g complete group, Campy’s first shot at electronic comes awfully close to the 2kg mark.
BATTERY AND BRAINS
Perhaps one of the contributing factors to the weight savings is because the brains and battery are consolidated into a single unit. With Di2, the battery disconnects from the port to simplify recharging. By contrast, Campagnolo’s EPS uses fixed wiring and a completely sealed unit. This means recharging has to be done with the complete bike in attendance. The upside is Campy says this design makes the unit more impervious to water, oil, dust and vibration.
The doodad on the left (above) is the initial interface control unit that:
Shows the LEDs in different colors to communicate battery level and component status. Different color lights indicated either battery status or issues with specific components. Each component gets a unique color. Like Shimano’s Di2, though, the color only tells you there’s something wrong, there’s not much you can do to fix the parts on your own.
Manages the set up and adjustment procedure.
Translates electrical impulses from the levers and turns them into digital signals to send to the power unit.
Just inside the thumb shift lever is a small ‘Switch Mode’ button. Press it once quickly and it shows battery status on the DTI unit. Hold it down and the system enters set up mode. For the initial install, there’s Zero Mode, where the system is fully calibrated to your bike. Ride Mode, which is what you can do via the button, allows minor tweaks to, say, fine tune it if you’re just switching wheels or something.
The Li-Ion battery is charged via a covered port, and the system uses a small magnetic plug “key” to turn it on or off. Removing the key turns it on, which sounds counterintuitive until you realize you can just pull it out and leave it in the garage or car while you ride and not risk losing it. Then just plug it in to turn everything off and save power. Actually, Campagnolo recommends leaving the plug removed most of the time, and here’s why: When not in use, the system automatically enters standby mode. This allows it to draw minimal power while still monitoring the derailleurs’ positions. This means if the bike falls over or gets bumped, things are able to be kept aligned. The diagnostics system also monitors the battery’s charge, showing green through yellow through red as it drops during riding or standby. If it gets too low, it will flash red and sound a buzzer to remind you to charge it. The system has protections built in to preserve both the electronics’ and battery’s integrity should power drop too low. At a minimum, it should be recharged fully once every six months.
This chart shows expected battery life per full charge based on an average monthly riding distance (top row). To put that into miles, you can get about 964 miles per charge if you typically ride 310 miles per month. At the top end of the range, you’ll get about 1,260 miles per charge if you’re riding about 1,240 miles per month. It’ll hold a charge in standby mode (“autonomy”) for approximately six months without any use.
The system uses a dedicated, proprietary battery charger, and a car charger cable is available separately. It can be charged with or without the pin inserted, and the motors are deactivated during charging, which means you can’t really use the bike on the trainer while simultaneously charging it.
The wiring and ports look about the same size as Di2 cables, which means they should work on existing frames. The port on the battery/brain doubles as a diagnostic port and can be used to update the system in the future.
2012 CAMPAGNOLO RECORD EPS vs. SUPER RECORD EPS
This chart spells out the key differences. The brake lever is “Lever 1″ and the main shift lever behind it is “Lever 2″. (Lever 3 is the thumb shift lever on the inside of each Ergopower unit). “Derailleur” refers to the front derailleur.
The Super Record EPS ErgoPower levers (above) get the vented brake and shift levers and a few lighter materials, the Record’s are solid (below). Brake levers are carbon and shift levers are composite.
The rear derailleurs are also quite similar at first glance, but the devil’s in the details.
The Super Record EPS has a knocked out outer plate, and the pulleys are rolling on Campy’s CULT ceramic bearings. The Record EPS has standard ball bearings for the pulleys.
There’s only one limit screw, placed to keep the rear derailleur from diving into the spokes. The B-spring screw is the only other mechanical adjustment on the entire range of electric parts, letting you set the “zero” position for the rear derailleur prior to initial set up. From there on, everything is set electronically.
An actuator rotates a worm gear to move the rear derailleur. The female thread (bronze part sticking out) has been rounded off from earlier versions for a much cleaner look. Super Record (left) gets treated pivot bolts and black alloy motor housing. Record’s motor housing is silver and steel.
Both versions have a carbon fiber outer plate and alloy inner plate. Shown here are the SR’s ceramic bearing pulleys.
Like Di2, the EPS front derailleur automatically trims (two positions up and down) to eliminate chain rub. Campy says this allows cross chain gear combos not really possible with their mechanical setup. When necessary, the system will slightly overshift to help force a quick shift under pressure (like when climbing), then quickly move to a normal position.
The Record EPS front derailleur has alloy chainguide plates and steel motor mounts. The Super Record EPS (right) gets a carbon fiber outer plate and alloy motor mounts. Both derailleurs use primarily high-strength polymer bodies for their main housing.
NON-ELECTRONIC COMPONENTS
Their non-electronic components carry over for 2012, with materials differences and weights being the key differentiators between Record and Super Record. The new electronic drivetain will work with both regular and compact chainring configurations.
Super Record has some titanium cogs in the cassette to save weight.
WHAT HAPPENS IF YOU CRASH?
The rear derailleur has a bit of crashproofing built in. In the event of a fall or extreme shock, the mechanical part of the rear derailleur will uncouple from the actuator to protect the electronics. Assuming you didn’t totally trash it, you can shift all the way down to the first cog and manually recouple it to resume riding as normal. The flip side is if the battery dies while you’re out riding, you can also manually de-couple the actuator and put it in a good gear to get home. Conveniently, Campy calls this the “Ride Back Home” feature and advises you to charge your battery upon your return.
AVAILABILITY & PRICING
Bicycling Magazine is reporting pricing is not finalized but should be in line with Dura-Ace Di2 for the Record EPS group, that Super Record EPS will be more and that you should be able to get your hands on a system aftermarket early next year.
For those on the fence between mechanical and electronic, it’s worth considering what it would cost for cable and housing replacements and tuneups over the life of the system. If you’re buying high-end cables and housing, a few changes narrows the lifetime cost difference between mechanical and electronic. Sadly, it does nothing to mitigate sticker shock.
Contributed by Phill Harvey
November 14, 2011 at 16:39:06
Specialized Accelerates Carbon Fiber Recycling Program
Specialized Accelerates Carbon Fiber Recycling Program
posted by Tyler (Editor) - November 10, 2011 - 12pm EST
PRESS RELEASE: Thousands of carbon fiber bicycles end up in landfills each year, and Specialized wants to change that.
Based on existing carbon fiber recycling programs used by the aerospace industry, Specialized is steering bikes away from the landfills and back into usable goods. The California bicycle company will be doing this by working with bike shops to collect damaged carbon frames and transport them to a U.S. recycler. The program will expand to its EU operations as soon as appropriate resources are identified.
The process of recycling carbon fiber consists of chopping the frame into smaller sections, then burning off the epoxy that holds the fibers together in an oxygen-free environment. This results in shorter fibers with the same properties as the original material that can be used in a variety of ways.
“You’re probably not going to make a bike from recycled carbon, but you can make a range of products with the shorter fibers. For example, Boeing recycles its stabilizer fins into armrests,” said Bryant Bainbridge, Specialized’s Sustainability Strategist. “Besides keeping these frames out of the landfill, you’re recovering carbon with significantly less energy than it took to make virgin material.”
“Specialized is committed to addressing what happens to our bikes at end of life because it’s the right thing to do. But this program isn’t about being brand exclusive,” Bainbridge said. “Trek is also doing good work here and every company in the industry that produces carbon products is encouraged to join in the effort.”
Going forward, participating Specialized dealers will accept carbon frames (from any brand) which will be picked up by Specialized and shipped to Materials Innovation Technology for recycling. Specialized will report back to the industry at the 2012 Eurobike and Interbike shows on the number of frames recycled, the amount of carbon fiber recovered, and what has been learned.
“At that time we will make a formal call for an industry coalition to recycle carbon fiber,” Bainbridge said. “This is a shared industry problem and one we all need to address. We are going to pick up the tab now, but we want everyone on board. This is about collaboration, not egos. Come Eurobike, we’ll share everything we’ve learned.”
Specialized recently joined the Outdoor Industry Association Eco-Index working group, and is an active participant in the creation of a comprehensive system for evaluating and improving a product’s environmental footprint.
Specialized will contact its dealers in January about the specifics of how to handle carbon frame returns and the start date for the take back program.
Contributed by Phill Harvey
November 4, 2011 at 16:18:50
posted by Tyler (Editor) - August 10, 2011 - 2pm EDT Re Posted P Harvey
Shimano invited us to the UCI headquarters in Aigle, Switzerland, to test ride the new Ultegra Di2 electronic shifting group. As expected, it worked amazingly well and, at half the price of it’s Dura-Ace brother, is set to change the landscape of bicycle drivetrains.
First, a primer. From start to finish, Shimano spent five years developing the Dura-Ace Di2 system. Three years of design followed by two years of real world testing under their sponsored pros. Why so long? Because as we all know, whenever such a high profile product is released, it needs to be perfect from day one lest it get panned by the press and have a massive uphill battle in the marketplace. At the risk of sounding like a Shimano fanboy, it pretty much was perfect.
Like all things electronic, though, technology changes, lessons are learned, Moore’s Law happens and things improve. The result is the new Ultegra Di2 group – a system that is better in many respects, performs just as well and cuts the cost in half. What that means for us is complete bikes on the showroom floor this fall with an electronic drivetrain in the $4,300 range. And you’re going to want one.
Get the full scoop, ride review, pics and video after the break…
WHAT’S DIFFERENT FROM DURA-ACE TO ULTEGRA Di2?
Price and weight. Technically performance, but unless you’ve been on Dura-Ace Di2 for a while, you’d be hard pressed to find any less performance coming from the Ultegra group. Here are the numbers:
Component Weights by Group (in grams)
Dura-Ace Di2
Ultegra Di2
Dura-Ace Mech
Ultegra Mech
Rear Der.
225
270
166
189
Front Der.
124
165
67
89
Levers
255
313
379
447
Brakes
293
317
293
317
Cranks
735
790
735
790
Cassette
163
209
163
209
Chain
252
267
252
267
Other
172
151
94
94
TOTAL
2219
2482
2149
2402
*FD is braze-on. Cranks are 53/39 with BB. 11-23 cassette. 114 links in chain. All weights provided by Shimano. “Other” includes the wiring, battery & mount, junction box and control box for the electronic groups and shift cable & housing for the mechanical groups.
As for price, the Ultegra Di2 electronics parts ring up at $1,600 USD (individual component prices in this post). Compare that to $2,700 for the Dura-Ace Di2 bits. If you’re comparing the entire group with cranksets, bottom brackets, brakes and cassette, Ultegra is about half, coming in at about the same price you could be an entire Dura-Ace mechanical group for.
Cosmetically, the Ultegra housing is slightly larger where the servo motors are housed. This is because they use larger, less expensive servos than DA. In both derailleurs, the servo rotates lever arms (the silver and black ones on the top of the rear derailleur shown at left, above) that form part of the parallelogram. This is very different from the prototype Campagnolo electronic derailleur we’ve seen.
The brake levers are alloy rather than carbon.
The battery indicator/control box is slimmer and has better inline cable routing. To check the battery’s charge level, simply press and hold any shift button.
The Ultegra Di2 wires are much thinner, and the “zip ties” snap on and off unlike the fixed ones on DA’s wire. Because they’re easily removable, custom frame builders will have a slightly easier time doing trick installs. For normal installations, the ties keep the wire pressed against the inside of the bike’s tubes to keep it from rattling about. The tool (top left) is used to safely push the wires into the ports on the junction box (rectangular thing), levers, battery and control box. The other end pulls them out. It’s designed to put the pressure on the plug rather than having you yank on the wire and possibly mess things up. After all, they’re about $30. Each.
There are two cable kits, one for internal wiring and one for external. The internal setup gets the small rectangular junction box. The external uses a junction box that mounts under the BB shell and has all wire plugs on one side.
Dura-Ace wires use a five-pin connector (left) that has specific mount points within the wiring schematic. The Ultregra Di2 wires are 2-core wires based on CANbus technology that allows networked devices using multiple controllers to communicate with each other. This lets frame manufactures make the holes smaller and the wires are lighter. Perhaps the biggest benefit of the new design is that it’s waterproof once it’s connected; it doesn’t need the heat shrink seals that the Dura-Ace version required. That means it’s more easily moved to a new bike in the future.
Another killer new feature is their diagnostic device. Dura-Ace has one, too, but it requires you to plug each component in separately and simply blinks lights to indicate a problem. This new one has a very, very nice GUI that loads on your PC (Mac version should be coming soon!) and only requires you to plug it into one shift lever to read the entire system:
If everything turns green, you’re good to go. If a part shows as red, you’ve found the problem. If everything looks green but it’s not working properly, chances are good that it’s a bad/damaged wire somewhere. Unfortunately, the only way to test that is either swap in a new part (hopefully your Local Bike Shop will stock them) or swap wires between components and see if the red part changes.
The software and device is only intended to locate the damaged part, not diagnose what’s wrong with it. However…
…it does let you customize the way the shifters work. You can pick which button shifts up and down or even swap it so the left shifter/lever controls the rear derailleur. This is a great feature because the system comes set up to operate similarly to the mechanical versions in that the inside lever on the right moves to harder gear on the cassette but moves the front derailleur down to the small ring. I found myself getting them mixed up, and being able to make the same button on both sides control up shifts or down shifts is pretty cool.
Alas, the unit is really intended as a shop tool, and at $200 to $300 expected retail, it’s probably not something most cyclists will have laying around. If you’re loaded, though, it can make for some pretty cool bike geek party tricks. With it plugged into your system, you can tune the shifting and have it simultaneously show you where the derailleur is on screen and move the derailleur on the bike. It borders on creepy making something move just by tapping a button on your computer, but it’s pretty darn cool.
Speaking of adjustments, Ultegra has 30 steps for each gear (versus 24 for Dura-Ace Di2). You don’t need this tool to setup/tune your shifting, it can be done from the bike, too: Simply press and hold the button on the control module until it stays red, then press the shifter to make micro adjustments on one cog. Once you’ve got it lined up perfectly for one cog, it should be adjusted properly for all gears.
TECH NOTES
The brains of the operation are in the front derailleur. That, along with having a quite powerful servo, explains the bulky top section. This means that in order to run Di2, you need a front derailleur in the system. Shimano’s Tech Rep Tommy Magrath says the development on this was well before people started getting into 1×10 drivetrains, and really that’s only starting to get popular (as in other than DH) in mountain bikes now. So, for the foreseeable future, you won’t be able to run a 1×10 Di2 setup unless you’ve a) hacked it or b) have a very expensive front derailleur acting as a chainguide.
The battery meter shows the charge level when you hold either shift button. Solid green is 100%, blinking green is 50%, solid red is 25% and blinking red means 0%. However, even when it’s blinking red, you’ve still got an estimated 250km of riding before it’s totally dead. It’ll show as being low earlier when holding the front shifter versus the rear because the front derailleur uses more power. So, if you do drain the battery on a ride, the front derailleur will stop working first, but you’ll have about 180 shifts left in the rear. This is a nice safety net to help get you home.
Actual distance per charge will vary based on how often you shift. Basically, you can expect 1,000 to 1,500 shifts per charge in normal conditions. Really cold weather will work through the battery quicker. Shimano says it’s been tested from -32ºF to 120ºF and it works as designed. Honestly, if you can remember to charge your cell phone or GPS cycling computer, you should be able to remember to charge this. Charging time is claimed at just 90 minutes with a guaranteed 500 recharges per battery. You can charge it for any length of time, and supposing you do forget, Magrath says just put it on the charger while you fill your bottles and get dressed and you’ll have plenty of charge for a ride.
Devin Walton, Shimano’s PR manager for the States, says there’s actually less that can go wrong with Di2 than mechanical drivetrains. He said one customer had put more than 35,000 miles on a Dura-Ace Di2 bike before the rear derailleur had to be replaced. That said, there are a couple of minor things to consider before making the leap:
The rear derailleur will work with a 28T max cassette cog. Front derailleur is designed for 50-53 tooth range on the big ring. Those aren’t physical limits, just recommendations for maximum performance.
For cyclocross, it’ll work and it’s covered under warranty. In fact, all of Shimano’s tech and marketing folks at the ride event said it’s pretty much ideal for ‘cross. The only issue is that the front derailleur’s is designed around a normal big ring, so running a 46-ish chainring on the front may only give 99% of the performance. In other words (Shimano’s words, to be exact), the only people that are going to notice a degradation in real performance are the engineers that developed the system. The issue is the cage shape, not the mechanical/electrical bits. Conveniently, their new CX70 cyclocross parts will match up both color and style with these new parts.
As for mud and water, the system is (for all practical purposes) waterproof. In fact, Shimano says they’ve completely submerged the Di2 system at 10m (~33 feet) and it still worked. Real world application: Riding in the rain won’t hurt it. Putting your bike on a roof rack and driving in the rain at 80mph won’t hurt it, either.
See that? That’s a taste of things to come. You may have noticed in those computer diagnostic screenshots there’s the outline of a remote shifter pod. Well, the pic above shows the two wire ports on the shifters to accommodate those and any other future accessories. The second port also happens to be where you plug the diagnostic tool into the system. Shimano said they’re working on both remote shifters and TT/Triathlon bar end shifters for the Ultegra Di2 group, and that other things like the sprinter’s shift buttons are likely in the future. At the earliest, you might see some of these items in the spring. Because of the different wiring plugs, DA bits won’t work with Ultegra.
IT’S ALL ABOUT PERFORMANCE
Shimano would like you to know that Di2 is not about having an electronic drivetrain. It’s about flawless shifting. They proved that with the Dura-Ace version and the Ultegra edition works just as well.
One of the most heralded features of Dura-Ace Di2 is the front shifting, and Ultegra Di2 is no less fantastic.
Stand up to mash gears up a climb and you can shift back and forth between big and little rings effortlessly and perfectly. Not only is it quick, but the auto trim feature keeps it in line with whatever cog you’re in so there’s never chain rub.
If you’ve ridden DA Di2, Ultegra Di2′s rear shifting may seem infinitesimally slower, but it’s still at least as fast as is normally done with a traditional mechanical system. One common complaint about the system is that you can’t dump a bunch of gears before a climb or instantly add a couple for a surprise sprint. Technically that’s true, but the system will basically shift as fast as you can tap the button (see video). So, it’s more about relearning how to dump gears (ta-ta-ta-tap) as opposed to not being able to do it. And it feels much more controlled.
Here’s where I’m struggling: I feel like I should write more. What you really need to know is that it shifts perfectly. Everytime, all the time. There are no cables to stretch, it won’t shift funny on really hot or cold days, and it can’t get mucked up by lack of maintenance or lousy weather.
What’s really exciting about the Ultegra Di2 is that it brings that electronic, flawless shifting to the mainstream. Complete bikes with Di2 are now going to be available at price points that most enthusiast riders (like you!) will consider. And, as you’re considering those bikes – or simply upgrading your existing frame – you’ll likely test ride a Di2 bike. One or two of your friends will show up at a group ride with Di2 and rave about it. Then, if I were a betting man, I’d say an electronic drivetrain ends up on your wish list. If you think I’m just tooting Shimano’s horn, you owe it to yourself to go test ride it. Seriously. As one cyclist to another, and I honestly don’t care if you buy it or not, you’ve gotta try it. You probably won’t want to go back to mechanical shifting.
LONG TERM TESTS & ONE SMALL ISSUE
Shimano was very careful to note that the cables and plugs (everything, actually) were pre-production and not fully watertight on our test bikes. We were warned that they shouldn’t get too wet, but on one of our rides, the ground was damp with puddles in spots from an overnight rain and overcast morning. My bike stopped shifting about 90 minutes into the ride. After about 30-40 more minutes, shifting function returned sporadically and after the full 2.5 – 3 hour ride, it was mostly shifting again. Some of the Shimano guys thought perhaps a little water had entered one or more of the plugs, others thought it might be something else. Unfortunately, we didn’t have the diagnostic tools on hand to test it and find the real issue. Should this concern you? Probably not. The production versions will have better seals at the cable snaps and junctions. Do I still want it on my bike? Yes. Would I still buy it? Yes. Will I tell my friends it’s the second coming of the great Spaghetti Monster? Perhaps after drinking the bottles of wine I borrowed from the UCI’s wine cellar.
If Shimano had everything to prove with Dura-Ace Di2′s launch a few years ago, the stakes are even higher with Ultegra. It’s going to be spec’d on way more bikes and sold to way more customers after market. If Dura-Ace Di2 was seen as an aspirational product of the pros and country club set, Ultegra Di2 will bring electronic drivetrains to the farmers market rides.
We’re on the list for a full, production groupset and will be testing it on both road and cyclocross bikes this fall/winter. Look for a proper long term test early next year – you know, about the time you’ll start looking at all the shiny new bikes with Di2…
Contributed by
November 4, 2011 at 15:18:31
Cannondale Super Six EVO 2012 Reveiw
Cannondale SuperSix EVO 2012: introducing the 695g frame
By Matt Pacocha and Warren Rossiter
Cannondale's new SuperSix EVO dressed specially for the launch (Matt Pacocha)
Cannondale Bicycles launched their new SuperSix EVO chassis in Torino, Italy, today. The frame is said to meet the rigorous performance requirements of both Cannondale’s own test lab and the Liquigas-Cannondale professional cycling team, despite its extraordinarily low 695g frame weight (size 56cm).
The project is the culmination of two full years of development and the first major project road project from Cannondale to come from the collaboration with Peter Denk, an industry renowned carbon engineer and Cannondale’s new director of technology. Denk's first projects for Cannondale included the Flash and Jekyll carbon fiber mountain bikes, as well as the aluminum CAAD 10 road frame.
How did they do it?
The major weight savings have been achieved through the use of Cannondale's new carbon moulding technique. The frame's carbon fibre material is layed up around an EPS core (like the foam used in bicycle helmets). This core has detailed instructions on the fibre layup making an extremely precise assembly.
The rear triangle of chainstays and seatstays are moulded in one piece. Almost every other carbon frame available has the dropouts bonded into this structure whereas Cannondale have been able to use a continuous fibre structure. This, according to Peter Denk, allows them to choose the ideal mix of standard, high-mod, and ultra high-mod fibres for an optimum level of stiffness, whilst allowing for some movement vertically offering a smoother ride.
The added benefit of this technique means the tube thickness can be vastly reduced because bonded-in dropouts need thicker tubes to bond to. The Cannondale drop-outs weigh just 17g, with the average competitor's bikes' equivalent being 34g.
Cannondale also gave us the data from independent testing showing the SS Evo to have a class-leading stiffness to weight ratio, outstripping all of its competitors from the likes of Cervelo, Trek, Specialized, Storck, Canyon and more.
Sub 5kg bike!
Light but strong?
We’d be concerned that a bike that gets down to a weight this low is going to be fragile, but Cannondale claim that the EVO’s complex layup and mixture of fibres actually makes this one of the strongest frames they have ever made. Even to the point of providing data from destructive tests showing the Evo to be stronger than their own super tough aluminium CAAD9 road frame.
Design aims
The aims of the design have been: lightweight, stiffness, smooth riding, and finally a reduction in drag. The drag reduction has been achieved not by using aero profiles like the current aero specials just launched from Specialized and Scott, but rather in reducing tube diameters and frontal area. The headtube has gone from the massively oversized 1.5” bottom race down to a slimmer 1 1/4” item. The downtube has been slimmed by 20% and the fork by 11%.
Cannondale have taken inspiration from the world of Formula 1 with its Speed Save concept. F1 car suspension isn’t to aid driver comfort but rather to aid traction and handling. Speed Save is Cannondale's take on this for bikes.
The fork and rear stays work to create movement to take the sting out of the road. The rear chain and seat stays have flattened centre sections, and this change in shape along with the carbon layup offers a small amount of movement vertically. This allows the bike to ride smoothly over rougher surfaces and it's claimed this gives a smoother power transfer to the rear wheel making for a more efficient ride.
Up front the forks dropout is offset by setting the axle back from the fork end. This means a shallower continuous curve can be made. Offsetting keeps the steering and handling sharp whilst giving more movement fore and aft in the fork blades, all aiding its bump smoothing abilities.
Giro debut
SuperSix Evo Team
The SuperSix Evo will be debuting under the seats of team Liquigas at the Giro d'Italia starting Saturday and the bike will be in the shops this June. Details of the ranges pricing are a little thin on the ground but we do know the line-up.
Heading the list is the SuperSix Evo Ultimate. This gets the 695g ultimate frame (the weight is kept down by the use of lightweight paint) shod with DT Swiss RRC carbon tubular wheels, Zero G brakes and SRAM Red. We put this one on the scales and it tipped them at a frankly astonishing 4.9kg.
Next in line is the Team, with Mavic Cosmic Carbone SLRs and SRAM Red (in green to match the Liquigas team colours) and weighing in at 6.4kg. The frame is a little heavier due to the extra paint of the team livery with its frame weight rising to 727g. A Di2 equipped version will also be available weighing in at the same 6.4kg.
Dura-Ace is next in line with its own black and white finished frame, weighing 750g.
Entry into the EVO range starts with the SRAM Red 750g framed version built with FSA’s SLK range of bar, stem and post and Ksyrium Elite. Expected price for this model is around €4300.
Cannondale Evo v Cervelo R5ca
With the new SuperSix Evo, Cannondale have created what is now the world’s lightest production frame at 695g. That means it out does the remarkable Cervelo R5ca by just one gram. Coincidence? We think not. Especially as Cannondale also showed us a development Evo frame which surpasses all of their in-house testing plus independent strength tests. That one weighed in at just 630g (56cm) but as it would be so expensive to produce it could only occupy the same sort of market as the R5CA’s £7.5k arena, we wouldn't be massively surprised if a special addition ultra light Evo arrived sometime in the near future.
Contributed by Phill Harvey
October 13, 2011 at 17:07:32
Mavic launch all-new Crossmax line for 2012
Mavic launch all-new Crossmax line for 2012
By Matt Pacocha, US editor, in Granby, Colorado
Mavic's entire Crossmax line now features a new version of the ITS-4 freehub (Matt Pacocha)
Mavic are offering a completely redesigned line of Crossmax wheels for 2012. While the names – SLR (cross-country), ST (trail) and SX (all-mountain) – and many of the key technologies and materials stay the same, everything from the hubs to the rim extrusions has been revisited, rethought, redesigned and remodeled over a two-year period to produce a new line-up with some impressive characteristics.
Missing, however, is anything in the 29in size – something Mavic’s communications manager, Zack Vestal, addressed up front in his Crossmax product presentation attended by BikeRadar. “They’re all 26ers and there’s no getting around that fact,” said Vestal. “There are a couple of reasons for that. One, our product development process starts with professional riders and in this development cycle, professional riders, frankly, weren’t as hyped up on 29ers as they might be now. [And two,] building a 29er to Mavic standards requires a lot more work than just taking [the 26in wheel] and doing the little iPhone or iPad zoom up.
"You can’t just scale the thing up. When you increase the diameter and the spoke length, the ride characteristics change. It’s something Mavic want to tackle as its own unit rather than try to scale up existing products. We absolutely understand the importance of the platform… we’re already testing prototypes, you might be able to find pictures on the internet… they’re out there and we can acknowledge that. At the end of the day, when it’s ready, a new 29er wheel system will be engineered to Mavic standards, which is to say very, very high.”
This spring Mavic released a test video featuring Julien Absalon blind testing prototype Crossmax wheels; for those wondering the attribute they were testing in this specific video is spoke count and as a result, in 2012 Mavic reduces the spoke count for the SLR from 24 spokes to 20 front and rear.
Vestal said the pro riders had asked for a lighter, more responsive version of the Crossmax they already had. Feedback suggested they didn’t want carbon rims, and that the carbon-spoked prototype Beijing wheel was too stiff on many courses. So Mavic set out to improve upon the Crossmax SLR and its big brothers, ST and SX.
Change rooted in the hubs
The new line of Crossmax 26in wheels has been redesigned from the hubs out. The hub shells feature smaller flanges and new disc tabs, as well as more extensive internal machining to shave weight. The key performance benefits, however, come from a new level of axle standard compatibility both front and rear, and a new, lighter, faster and smoother rear ITS-4 freehub body.
The Crossmax SLR (cross-country) front hub offers 9mm quick-release and 15mm through-axle compatibility, along with a dedicated Cannondale Lefty version; the previously offered 20mm through-axle option goes away for 2012. The ST (trail) and SX (all-mountain) wheels share a single front hub that adapts to 9mm quick-release as well as 15mm and 20mm through-axles.
The hub profiles change significantly for 2012, especially on SLR; the flanges are smaller and the six-bolt disc mounts are improved to better deal with braking forces
The ST comes ready for 15mm axles with 9mm and 20mm adaptors available, as well as a specific Cannondale Lefty version, while the SX comes ready for 20mm axles with 9mm and 15mm adaptors available. As for rotor compatibility, SLR and ST will be available in both six-bolt and Center Lock versions, while the SX wheels will only accept the six-bolt standard.
The ITS-4 freewheel found on the current Crossmax SX wheelset has been refined to shed weight and reduce drag, thus making it acceptably smooth and efficient for cross-country use. The four-pawl design is said to offer 60 percent faster engagement than the FTS-X freehub used on the current SLR and ST wheels, with 7.5-degree instead of 17-degree engagement. This should go a long way to making good on the pro racers' request for a more responsive wheelset.
Mavic's entire Crossmax line features a new version of the ITS-4 freehub
The ITS-4 freehub also features a redesigned axle and wider bearing placement. The rear hub is compatible with all current trail-type axle standards, including 9mm quick-release, 12x135mm and 12x142mm. The SLR and ST wheelsets share the exact same rear hub shell, while the SX features a beefier version that accepts four additional spokes.
New UST rim profiles increase stiffness, width and tubeless performance
The next substantial improvement to the Crossmax range is the Maxtal rims; all three models feature new profiles that are wider and rounder, and also lighter. The SLR and ST wheels share the same rim profile, with a 19mm inner width versus the current SLR’s 17mm. This is said to add lateral stiffness and offer better support for larger-volume tires. The SLR uses Mavic’s ISM 3D (Inter Spoke Milling) to shave additional weight – the rim is said to be 20g lighter than the 2011 version.
The SLR and ST actually share the same rim extrusion and material, differing only by way of ISM machining and spoke drilling
The SX rim features a very similar profile, but with a 21mm inner width to better meet the more rigorous demands of all-mountain riding. All three rims feature a new rounded inner well that's said to increase stiffness and make seating tubeless tires easier. They all use Mavic’s FORE technology, where the rim is threaded to accept spokes (in sort of a quasi welding technique, where a super-heated tool punctures the rim without removing material) without the inner wall being punctured, thus creating a UST tubeless seal without need for any sort of tape or rim strip.
Mavic assemble their new Crossmax wheels with two versions of their Zicral spokes. The SLR gets 20 front and rear spokes that are butted and bladed. The front wheel is laced two-cross, while the rear has an ‘Isopulse’ pattern — two-cross non-drive lacing and radial drive side lacing. This is said to allow for a 2mm wider hub flange spacing and a more even balance of tension between the drive and non-drive spokes, thus creating a stronger wheel overall.
Mavic's 'Isopulse' radial drive-side lacing pattern is said to offer 2mm more width to the hub's flange spacing and better balance spoke tension side to side
The ST and SX models use round, straight-gauge Zicral spokes. The ST wheel uses 24 front and 20 rear, laced the same as the SLR wheelset. Mavic say the new, stiffer stronger rim allows the lower spoke count on the rear of the trail wheelset, while they've kept the compliance and stiffness added by the higher front spoke count. The SX wheel relies on 24 straight-gauge spokes laced two-cross on the front and non-drive side, and one-cross on the drive side.
Putting the technology together: the Crossmax wheel systems
The new Crossmax SLR is said to weigh 1,440g and comes with a full range of equipment including both 15mm through-axle and quick-release adaptors, a 12x142mm rear axle adaptor, quick-release skewers, tools, computer magnet and wheel bags. It costs US$999.90, the same price as the 2011 model.
Mavic's 2012 Crossmax SLR
The new ST weighs 1,590g and comes ready for a 15mm through-axle fork. The package comes with a rear quick-release, 12x142mm through-axle adaptor, computer magnet and tools; it costs $799.90.
Mavic's 2012 Crossmax ST
The redesigned SX weighs in at a claimed 1,750g, ready for a 20mm fork, and comes with 15mm through-axle adaptors, a rear quick-release, a 12x142mm adaptor and tools. It costs $899.90. Mavic say all of the wheels will be available for sale in October.
Basket
The Session 9.9 is all new for 2012, and the forth incarnation of Trek's Session downhill bike. It is built around an entirely new frame for 2012 that is manufactured at Trek's U.S.A headquarters, with the front triangle, seat stays and EVO Link all being made from carbon fiber. Total weight for the production bike pictured above is 35lbs, making it the lightest production downhill bike available.
Super Record has some titanium cogs in the cassette to save weight.
