Open from 20/08/2019 – 20/09/2019 Whistler in British Columbia, Canada, may be better known as a ski resort, but it’s also a go-to destination for mountain bikers in-the-know. Come in Autumn and riding is particularly good – there’s more room to roam and the dirt is extra tacky! Now, you have the chance to explore the trails and ancient rainforest for yourself with this incredible competition to win a trip to this exhilarating bikers’ playground. This amazing prize includes everything two people need to experience all that Whistler has to offer, including: Return flights to Vancouver, Canada Coach transfers to Whistler with YVR Skylynx Six nights’ accommodation at the Sundial Boutique Hotel Two-day passes to Whistler Mountain Bike Park Two-day downhill mountain bike rental A half-day guided Whistler Singletrack Tour and cross-country mountain bike rental with Arbutus Routes The Sasquatch Zipline Experience with Ziptrek Ecotours A Scandinavian bath experience at Scandinave Spa Whistler A rib dinner for two at Earls Whistler Village $75 dining gift certificate for Hunter Gather eatery and tap house How to enter For your chance to win this once-in-a-lifetime prize worth £4,800, simply enter your details below: Competition Terms & Conditions Promoter: Immediate Media Company London Limited. This competition is open from 20/08/2019 to 11:59pm on 20/09/2019. Full Terms & Conditions apply, see here. Grand prize is valid from 24 August – 12 October 2020, for two (2) adults, one of which must be 25 years of age or older. Prize includes flights from a major UK city airport to Vancouver, BC, ground transportation via coach or shuttle to Whistler, six (6) nights in a dual occupancy room at the Sundial Boutique Hotel; two (2) 2-day bike park tickets for Whistler Mountain Bike Park; two (2) 2-day downhill mountain bike rentals; one (1) half-day guided Whistler Singletrack tour for two (2) adults courtesy of Arbutus Routes; one (1) The Sasquatch Zipline Tour for two (2) adults courtesy of Ziptrek Ecotours; two (2) Scandinavian bath passes courtesy of Scandinave Spa; one (1) rib dinner for two (2) adults courtesy of Earls Whistler Village; one (1) $75 dining gift certificate for Hunter Gather. Prize is all subject to availability dependent on dates selected and activities may be cancelled or rescheduled due to inclement weather. Scandinave Spa bath passes are only valid Sunday to Friday. Prize is valued at seven thousand eight hundred and fifty three dollars Canadian ($7,853 CAD).
For 2020 Santa Cruz has upped the game when it comes to its shorter travel, big-wheeled, mile-munching focussed Tallboy. Borrowing inspiration from its gravity line-up, the 2020 Santa Cruz Tallboy now gets the Lower Link VPP suspension system with 120mm of travel to improve big-hit performance, as well as improved geometry and a 130mm fork plugged into the head tube. Santa Cruz’s sister company Juliana has also made the same changes to its Joplin women’s-specific mountain bike. The ultimate guide to rear suspension systems Santa Cruz Bronson CC X01+ RSV first ride review The Tallboy has often been popular with testers, thanks to its zippy, responsive ride, which has also been fairly capable in chunkier terrain. However, as time has moved on, the geometry now looks fairly conservative by today’s standard, and with riders wanting to tackle even more technical trails on their shorter travel bikes, it makes sense to us for Santa Cruz to make these changes. 2020 Santa Cruz Tallboy and Juliana Joplin frame details As we’ve seen across its range, Santa Cruz offers three different frame options: alloy, ‘regular’ C carbon, and fancy CC carbon. All get a lifetime warranty. Santa Cruz’s signature VPP system has been moved towards the bottom of the bike. Jack Luke / Immediate Media The Lower Link VPP system places the shock low in the body of the frame, with the shock nestled between the lower seat tube supports, just above the bottom bracket. The shock is driven by the lower linkage of the system, as opposed to the upper link which is used to drive it — this system is still found on the latest 5010. Santa Cruz says that this Lower Link VPP design is more descent orientated, with a softer, plusher feel, and our testing so far supports this. As such, it very much feels like this iteration of the Tallboy is eschewing its almost cross-country heritage, despite having ‘just’ 120mm of travel. The bike features a threaded bottom bracket, which will delight mechanics the world over. A small mud flap protects the rear shock. Jack Luke / Immediate Media The lower link has an inbuilt grease port. Jack Luke / Immediate Media The lower link has a grease port built-in to keep it running smooth, while there’s also a small mud flap to protect the shock from debris. The frame has a set of bottle bosses in the main triangle, internal cable routing, ISCG05 mounts and a threaded bottom bracket. 2020 Santa Cruz Tallboy and Juliana Joplin geometry Alongside the wholesale rework of the suspension, the geometry of the Tallboy is vastly different to the previous version, also reflecting the bike’s focus on descending. The bike features a flip chip that can be used to alter the geometry of the bike. Jack Luke / Immediate Media Santa Cruz has fitted two flip-chips to the carbon bikes and one to the alloy. These are reversible mounting hardware for the shock’s eyelet or wheel axle. The geometry of the bike has been brought up to date for 2020. Jack Luke / Immediate Media All models get the lower link flip-chip, which drops the bottom bracket (BB) slightly into the Low setting, and also makes the suspension more progressive towards the end of its stroke. The BB drops by 3mm — not much — which has a slight impact on the head and seat angles (0.2 degrees) and also the reach, reducing it by 2mm. This chip should probably be seen more like a suspension adjusting chip, rather than geometry adjustment. The other chip is found in the carbon models (C and CC). This is a +/- 10mm adjustment of the chainstay, or rear-centre, length. This, says Santa Cruz, is to give riders the ability to adjust the feel of the bike on the trail. The longer setting should make the bike feel more stable and balanced at speed and on steep terrain, while the shorter should make it feel more agile through turns and tight trails. The other aspect is that the longer setting allows the fitment of 29inx2.6in tyres. To accommodate the change in chainstay length, Santa Cruz includes an extra brake mount and mech hanger. As with all bikes these days, the bike is now slightly longer and slacker. Jack Luke / Immediate Media The carbon Tallboys will be available in six sizes: XS to XXL. Alloy versions will come in four sizes: S to XL. Key geometry figures are below for a Large in its Low setting — carbon and alloy bikes have identical geometry. Reach: 468mm Head angle: 65.5 degrees Seat angle: 76.2 degrees Seat tube length: 430mm BB height: 332mm Chainstay length: 430mm / 440mm (alloy models: 430mm) Standover height: 703mm Wheelbase: 1,211mm Key differences to the previous generation include an 18mm increase in reach, a 2.5-degree slacker head angle and 3.2 degrees steeper seat angle. There’s also a 20mm drop in seat tube length, although the stack has grown from 603mm to 621mm. The Juliana Joplin will be offered in S and M sized alloy bikes, and XS, S and M carbon bikes. Figures for the Joplin’s geometry will be the same as the Tallboy. Santa Cruz and Juliana share the same frame with different paint and a number of women-specific spec changes to better reflect the female market. Across the board XS bikes get 165mm cranks, S get 170mm, and M to XXL are fitted with 175mm cranks. 2020 Santa Cruz Tallboy and Juliana Joplin models The Tallboy is available in both CC and C versions of Santa Cruz’s carbon layup. Jack Luke / Immediate Media Santa Cruz will be offering two alloy models, three ‘C’ level bikes and four ‘CC’ bikes, as well as a frame-only option in both alloy and CC. RSV models gain Santa Cruz’s Reserve carbon rims. Pricing across the Juliana Joplin range is consistent with the Tallboy. Santa Cruz Tallboy A D key specs £2,899 / $2,699 RockShox Recon RL Fox Float Performance DPS SRAM SX Eagle drivetrain SRAM Level brakes WTB i25 rims, Maxxis Minion tyres (29 x 2.3in) Race Face Ride finishing kit Santa Cruz Tallboy A R key specs £3,499 / $3,399 Fox Rhythm 34 Fox Float Performance DPS SRAM NX Eagle drivetrain SRAM Guide T brakes WTB i25 rims, Maxxis Minion tyres (29 x 2.3in) Race Face Ride and Aeffect finishing kit Santa Cruz Tallboy C R key specs £4,199 / $4,199 Fox Rhythm 34 Fox Float Performance DPS SRAM NX Eagle drivetrain SRAM Guide T brakes WTB i25 rims, Maxxis Minion tyres (29 x 2.3in) Race Face Ride and Aeffect finishing kit Santa Cruz Tallboy C S key specs £4,999 / $4,999 Fox 34 Performance Fox Float Performance DPS SRAM GX Eagle drivetrain SRAM Guide R brakes Race Face AR rims, DT Swiss 370 hubs, Maxxis Minion tyres (29 x 2.3in) Race Face Ride and Aeffect finishing kit, RockShox Reverb dropper Santa Cruz Tallboy C S RSV key specs £5,999 / $6,199 Fox 34 Performance Fox Float Performance DPS SRAM GX Eagle drivetrain SRAM Guide R brakes Santa Cruz Reserve 27 29in rims, DT Swiss 370 hubs, Maxxis Minion tyres (29 x 2.3in) Race Face Ride and Aeffect finishing kit, RockShox Reverb dropper Santa Cruz Tallboy CC X01 key specs £6,199 / $6,999 RockShox Pike Select fork Fox Float Performance Elite DPS SRAM X01 drivetrain SRAM G2 RSC brakes Race Face AR rims, DT Swiss 350 hubs, Maxxis Minion tyres (29 x 2.3in) Race Face Aeffect and Santa Cruz carbon finishing kit, RockShox Reverb dropper Santa Cruz Tallboy CC X01 RSV key specs The CC X01 RSV version of the 2020 Santa Cruz Tallboy Jack Luke / Immediate Media £7,299 / $8,199 RockShox Pike Select fork Fox Float Performance Elite DPS SRAM X01 drivetrain SRAM G2 RSC brakes Santa Cruz Reserve 27 29in rims, DT Swiss 350 hubs, Maxxis Minion tyres (29 x 2.3in) RaceFace Aeffect and Santa Cruz carbon finishing kit, RockShox Reverb dropper Santa Cruz Tallboy CC XTR RSV key specs £8,399 / $9,799 RockShox Pike Ultimate fork Fox Float Factory DPS Shimano XTR drivetrain with E13 TRSr cranks Shimano XTR brakes Santa Cruz Reserve 27 29in rims, i9 Hydra hubs, Maxxis Minion tyres (29 x 2.3in) i9 and Santa Cruz carbon finishing kit, RockShox Reverb dropper Santa Cruz Tallboy CC XX1 AXS RSV key specs £9,299 / $10,399 RockShox Pike Ultimate fork Fox Float Factory DPS SRAM XX1 AXS drivetrain SRAM G2 Ultimate brakes Santa Cruz Reserve 27 29in rims, i9 Hydra hubs, Maxxis Minion tyres (29×2.3in) i9 and Santa Cruz carbon finishing kit, RockShox Reverb dropper
Launched back in 2009, the original Santa Cruz Tallboy arrived in the lineup as the brand’s very first 29er mountain bike. Equipped with the dual-link VPP suspension design, 100mm of rear travel and a 100mm travel fork, the Tallboy soon found favour with XC riders and marathon racers all around the globe, who praised it for its efficiency and fast-rolling demeanour. It also happened to be a ripping bike to ride on technical singletrack too, at a time where a lot of 29ers were pure garbage. Even with its 71° (!) head angle, the Tallboy will always be remembered as being one of the first 29ers on the market that was actually fun to ride. A Tallboy History Lesson As 29in wheels gained in popularity over the next few years, so too did the Tallboy. So popular in fact, that it eventually killed off Santa Cruz’ own 26in Blur. Well, at least for a while anyway… Building on the success of the original, Santa Cruz then rolled out the 2nd generation Tallboy in 2013, which kept a fairly similar recipe, but added in a 142x12mm thru-axle and gently reworked geometry. That rework included kicking the head angle back a whole 0.8° to make it 70.2° – how very slack! The OG Tallboy from back in 2009. The Tallboy was revised in 2013 with a 142x12mm back end. 2016 saw the Tallboy 3.0 with 27.5+ compatibility. Three years later, as plus tyres became all the rage, Santa Cruz brought out Tallboy 3.0. Using Boost hub spacing and a clever flip-chip in the lower shock mount, the Tallboy introduced the ability to accommodate 27.5+ wheels for those who wanted chubby rubber. It also bumped up in travel a touch to 110mm on the rear, and offered the option to run a bigger 120-130mm fork. It was still fast and efficient, and you could still set it up as a long-haul speedster, but its slackened and lengthened geometry pushed its technical capabilities far beyond what riders had come to expect from previous iterations. And that brings us along nicely to this new bike; the 4th generation Tallboy. It says ‘Tallboy’ on the tin, but this one looks nothing like the last one. So The Santa Cruz Tallboy 4.0 – What’s Changed? Err, well, everything! Just look at it – it is absolutely nothing like the old one! Really, aside from the name, this Tallboy has very little in common with its predecessors. Much of this is because of the Blur – the 100mm travel 29er race bike that Santa Cruz re-launched last year. With the Blur snatching back its mantle as the XC/marathon speedster of the range, the Tallboy has been freed up to stretch its legs and wade deeper into the trail bike pool. It hasn’t just waded in though – the Tallboy has performed an all-mighty cannonball! Internal cable routing ports up at the head tube. The Tallboy goes 1x specific with a rigid one-piece swingarm. Note the adjustable dropouts and textured anti-slap chainstay guard. Less Tallboy, More Minitower Visually speaking, the new Tallboy bears a striking resemblance to its bigger 29er siblings; the Hightower and Megatower. Structurally speaking, the new frame is chunkier, lower and more aggressive in its stance. The Tallboy kisses goodbye 2x compatibility, with the rigid one-piece swingarm adding a vertical upright in place of where the front mech would have sat, which boosts back-end stiffness. Geometry pushes well into the future with a significantly longer front centre, a reduced fork offset, a pretty-steep 76° seat angle, and a very-slack-for-its-category 65.5° head angle. Bear in mind that’s the same head angle that the Hightower has, and only half a degree steeper than 160/160mm travel Megatower. Pwoar! There’s been a slight increase in suspension travel to 120mm on the rear, though Santa Cruz is still spec’ing the Tallboy with a 130mm travel fork. The Tallboy also sticks with 29in wheels, but it is no longer compatible with 27.5+ rubber. As with the Hightower and Megatower models, Tallboy is now 29er only, perhaps signposting that the plus tyre craze has come to an end – at least on full suspension bikes anyway. The Tallboy carries over the VPP dual-link suspension system, but the orientation is very different. The shock is now driven by the lower VPP link, and sits much lower in the frame where it anchors onto the downtube. VPP Gravity Linkage The suspension system is still a dual-link VPP design, but the shock position has changed to sit much lower down in the frame. We’ve seen this lower link-mounted shock design used on other Santa Cruz models like the Nomad, Bronson, Megatower and Hightower, but the 120mm travel Tallboy is the shortest travel frame yet to receive this new-school ‘VPP Gravity Link’ system. Instead of being mounted underneath the top tube like the old Tallboy, the shock is now anchored to the downtube, where it’s driven by the lower VPP link. This helps to lower the bike’s centre of gravity, but according to Santa Cruz it also provides a more consistent leverage ratio between the rear wheel and the shock, with a steadily progressive rate from start to finish. Speaking of leverage ratios, the Tallboy has been designed to be run specifically with an air shock, so no coils allowed here. You can fit a piggyback shock though – as long as it’s not one of those enormous Fox X2 or Cane Creek bangers. For those worried about the vulnerability of the shock position, Santa Cruz has added a neat mudguard to shield the stanchion from rear tyre spray. The world’s cutest mudguard shields the shock stanchion from rear tyre spray. The lower shock mount also encompasses a geometry flip-chip. Adjustable Geo Like the Megatower, the Tallboy offers two-way adjustable geometry. There’s a flip-chip in the lower shock mount, and that gives you both High and Low geometry settings. In the High position, the head angle sharpens to 65.7°, the seat angle steepens to 76.2°, and the BB height lifts by 3mm. Santa Cruz recommends running the bike in High first, and trying out the Low position if you’re riding particularly steep descents where pedal clearance is less of an issue. You can also adjust the chainstay length via a neat flip-chip in the rear dropout, which allows you to set the rear centre length at 430mm or 440mm. Aside from tweaking weight distribution and handling, Santa Cruz says this is useful for taller riders on bigger frames, who are able to run the longer chainstay position to provide a better balance between the front and rear wheels. The longer 440mm setting also gives a you a touch more tyre clearance, with room for up to a 29×2.6in tyre. A separate brake adapter and derailleur hanger come supplied with the frame for when you want to change the dropout position. There’s a secondary dropout flip-chip for altering the chainstay length. Other noteworthy changes in the Tallboy’s geometry include a dramatic shortening of the seat tube lengths. On a Medium size for example, the seat tube shrinks from 420mm to 405mm, which gives you an extra 15mm of clearance to run a longer dropper post. Reach has also increased substantially, with an extra 20mm or so across the size range. Speaking of sizes, the new Tallboy is available in six frame sizes from the humongous XXL, all the way down to a brand new itty-bitty XS size. That’s actually a big deal, because this new Tallboy is the first 29er that Santa Cruz has ever made in an XS size. This has mostly been made possible because of the new suspension layout, which provides more flexibility with lowering the top tube for the smaller frame sizes. Oh, and of course we’ll also see this XS size in the Juliana equivalent – the Joplin. Santa Cruz Tallboy CC 4.0 frame geometry. Are There Frame Options? Yes there are! Santa Cruz will be producing the Tallboy frameset in both CC and C carbon options. As with other Santa Cruz models, the CC version is made from a higher quality carbon fibre and so offers the same strength and stiffness as the cheaper C carbon frame, albeit with a weight drop of somewhere around 150-200g. The cheaper complete bikes will come with the C frame, and the more expensive builds will come with the CC frame. There will also be alloy frames too. They have exactly the same shape and suspension design as the carbon Tallboys, and you also get the same lifetime warranty. However, the metal Tallboys do miss out on the adjustable chainstays, and the size range is capped at S-XL. As of right now we don’t have Aussie pricing or availability on the alloy Tallboys, but we’ll be sure to update this story once that info comes through. There are both C and CC carbon frame options for the Tallboy. Alloy frames will be on offer too. What Tallboys Are Travelling To Oz? Lusty Industries, the Australian importer for Santa Cruz Bicycles, will be bringing in four complete Tallboy models that are due to arrive in mid-October. As mentioned above, there’ll only be carbon Tallboys to begin with, but we can’t imagine the metal bikes will be that much further away. The range will start with the $8,099 Tallboy C S, and end with the $14,999 Tallboy CC XX1 AXS RSV – a model we predict will be very popular with riders who hate vowels. All models get 130mm travel forks, a 2.3in Maxxis Minion DHF/DHR II tyre combo, and RockShox Reverb dropper posts. Extra picky? You’ll also be able to get the Tallboy CC frameset on its own with a Kashima-coated Fox Float Factory DPS shock for the not-inconsiderable sum of $5,499. Custom-built perfection don’t come cheap. We’ll be seeing the Tallboy C come into Australia with this SRAM GX Eagle kit. At ninety nine bucks over $8k, this is your ‘entry level’ Tallboy. Santa Cruz Tallboy C S GX Frame | Carbon C, 120mm Travel Headset | Cane Creek 40 IS Fork | Fox 34 Float, Performance Series, 130mm Travel Shock | Fox Float DPS, Performance Series, 190x45mm Wheels | DT Swiss 370 Hubs & Race Face AR Offset 27 Rims Tyres | Maxxis Minion DHF EXO 3C 2.3in Front & Minion DHR II EXO 2.3in Rear Drivetrain | SRAM GX Eagle 1×12 w/Stylo 7K Crankset Brakes | SRAM Guide R w/180mm Rotors Seatpost | RockShox Reverb Stealth, 31.6mm, 1X Lever Cockpit | Race Face Ride Bars, Aeffect Stem & WTB Silverado Pro Saddle RRP | $8,099 Don’t want to fool around with spiders? The X01 kit rolls on Santa Cruz’ carbon Reserve wheels and is built upon the lighter weight CC frameset. Trick. Santa Cruz Tallboy CC X01 Frame | Carbon CC, 120mm Travel Headset | Cane Creek 40 IS Fork | RockShox Pike Select+, 130mm Travel Shock | Fox Float DPS, Performance Elite, 190x45mm Wheels | DT Swiss 350 Hubs & Race Face ARC Offset 27 Rims Tyres | Maxxis Minion DHF EXO 3C 2.3in Front & Minion DHR II EXO 2.3in Rear Drivetrain | SRAM X01 Eagle 1×12 w/X1 Carbon Crankset Brakes | SRAM G2 RSC w/180mm Rotors Seatpost | RockShox Reverb Stealth, 31.6mm, 1X Lever Cockpit | Santa Cruz AM Carbon Bars, Race Face Aeffect R Stem & WTB Silverado Team Saddle RRP | $10,949 For the Shimano fans, Santa Cruz will have one solitary XTR-equipped Tallboy model coming into Australia. A RockShox Pike Ultimate fork, Chris King headset and Reserve wheels are invited to the party too. Santa Cruz Tallboy CC XTR RSV Frame | Carbon CC, 120mm Travel Headset | Chris King DropSet 3 Fork | RockShox Pike Ultimate, 130mm Travel Shock | Fox Float DPS, Factory Series, 190x45mm Wheels | Industry Nine Hydra Hubs & Santa Cruz Reserve 27 Rims Tyres | Maxxis Minion DHF EXO 3C 2.3in Front & Minion DHR II EXO 2.3in Rear Drivetrain | Shimano XTR 1×12 w/E*13 TRSr Carbon Crankset Brakes | Shimano XTR M9120 w/180mm Ice Tech Centerlock Rotors Seatpost | RockShox Reverb Stealth, 31.6mm, 1X Lever Cockpit | Santa Cruz AM Carbon Bars, i9 A35 Stem & WTB Silverado Team Saddle RRP | $14,349 If one gear cable is too much for you, consider the XX1 Eagle AXS build kit, which gets a wireless rear derailleur, among other niceties like SRAM G2 RSC brakes, carbon bars and Industry Nine hubs. All for less than $15k too. Bargain! Santa Cruz Tallboy CC XX1 AXS RSV Frame | Carbon CC, 120mm Travel Headset | Chris King DropSet 3 Fork | RockShox Pike Ultimate, 130mm Travel Shock | Fox Float DPS, Factory Series, 190x45mm Wheels | Industry Nine Hydra Hubs & Santa Cruz Reserve 27 Rims Tyres | Maxxis Minion DHF EXO 3C 2.3in Front & Minion DHR II EXO 2.3in Rear Drivetrain | SRAM XX1 Eagle AXS 1×12 w/XX1 Eagle Carbon Crankset Brakes | Shimano XTR M9120 w/180mm Ice Tech Centerlock Rotors Seatpost | RockShox Reverb Stealth, 31.6mm, 1X Lever Cockpit | Santa Cruz AM Carbon Bars, i9 A35 Stem & WTB Silverado Team Saddle RRP | $14,999 Low-slung and stretched out – the new Tallboy is taking its 29in wheels well into the future. We’ll be getting our paws on the new Tallboy in the near future, so stay tuned for our first impressions of this newly radicalised 29er. In the meantime, you can get more info via the Santa Cruz Bicycles website. Given all the changes, what do you think of the new 4th generation Tallboy? Does it look like it’s swung in the direction you’d hoped? Or is this one too far removed from the Tallboy we’ve previously loved so much? As always, tell us your thoughts in the comments section below! The post First Look | The New Santa Cruz Tallboy Is Basically A Minitower! appeared first on Flow Mountain Bike.
VINTAGE ELECTRIC Vintage Electric was started by Andrew Davidge in the early 2010s. Like many great things, the company started in his parents’ garage. Andrew took a few of the early bikes to a prestigious vintage car show in Monterey, California, and that weekend, he segued the Vintage Electric vision into a business. Those first bikes were proof of concept that a vintage-inspired, battery-assisted pedal bike should be a thing and that other people shared the team’s vision. Their vintage motorcycle look immediately caught on, and we took notice. The bikes are truly stunning, and every time we have a chance to ride one, we jump! TECH BEGINNINGS The business is based in Santa Clara, California, right in Silicon Valley, which provides the perfect backdrop for a high-tech, cutting-edge product with a beautiful, old-school look. Originally, the bikes were made in the U.S., but up until recently, as demand has increased, they found that this wasn’t economically feasible. Manufacturing has now been moved to Taiwan, which is now scalable. Another thing has changed. Whereas the battery cases, purposely made to look like a V-twin motor, had been sand-cast aluminum, they’ve switched to a die-cast process, which allows thinner cases that make them lighter and dissipate heat much better—actually, about 40-percent better. They moved the MOSFETs for the controller higher inside the case to take advantage of the improved cooling. Classic chrome rat-trap pedals are a nice detail on the bikes. Speaking of aluminum, since some of the frames are aluminum, they’ve added stainless steel inserts in the rear dropouts to be able to handle all the torque from their powerful motors, reducing wear and tear on the frame. Also new are the torque sensors in the bottom bracket on all the bikes. Previously, they were throttle-powered only. The Crystalyte direct-drive rear hub motors offer tremendous power. On the Tracker and Scrambler models, they can offer up to 3000 watts, but that requires a special race key and is for private land use only. Without the key, all of the bikes are 750 watts and cut off at 20 mph. We had an exclusive chance to ride all three bikes, and to say that the Tracker and Scrambler S with the race key are thrilling is an understatement. We had ear-to-ear smiles the whole time. Simply, the power was intoxicating! We were told that Bluetooth connectivity is coming soon with the ability to monitor system performance, including aiding Vintage Electric to remotely connect, diagnose, then send out the correct personnel to fix any problems. THE CAFE The Cafe is priced at $3995, and is available in either Skyline Bronze or Golden Gate Red. It’s the smallest and lightest of the three bikes. The battery is smaller and removable to take inside for easy charging, and charges fully in only two hours. It offers pedal assist using a torque sensor at the bottom bracket, or a thumb throttle on the bars. Its 1×10 system isn’t a huge range of gears, but it’s plenty with the power. A powerful, compact 6-volt LED Supernova headlight and integrated taillight provide ample lighting, even for night rides. This is the one bike that stays street-legal, limiting the motor to 750 watts. No regeneration is available on the Cafe. THE TRACKER The Tracker sits in the middle of the line at $4995. It has a single-speed setup for simplicity, as most riders will use the pedal-assist or throttle more than gearing, and it keeps the look cleaner. Without the race key, this is a stylish Class 2 bike, as it cuts off at 20 mph. Insert the race key and it’s a different story. It’s an absolutely thrilling ride, maxing out at 36 mph. We had a blast taking this on some roads we had all to ourselves! Vintage uses powerful Crystalyte motors, up to 3000 watts each, and all are direct drive to allow for regenerative braking. The Tracker also gets a new Graphite Blue color option. It is gorgeous and matches a Porsche color, and Davidge says there’s a direct correlation between Vintage Electric bikes and Porsche ownership. A larger battery offers longer range, up to 50 miles depending on use, but only bumps the charge time by a half hour to 2.5 hours. The battery isn’t readily removable like the Cafe’s. THE SCRAMBLER S This is the brand’s new big daddy. With a satin black finish, a rally-esque yellow LED motorcycle-style headlamp with a steel mesh protector, this is the bad boy your mother warned you about. It looks mean just sitting there. An inverted fork with 60mm of travel enhances the motorcycle look. Again, this has pedal assist and a throttle, as well as regenerative braking that actually slows the bike nicely going downhill or just in reducing the amount of braking you have to do to bring this 86-pound juggernaut to a stop. Like the Tracker, there’s only one gear, and this bike doesn’t seem to need more than that. If you like pedaling, you might tweak the gearing, as we ran out of gears fairly often on the Scrambler S. “We had ear-to-ear smiles the whole time, and the power was intoxicating!” It also offers the optional race key to bump it from a Class 2 bike on road to a 36-mph thrill ride for private land. Schwalbe Black Jack knobbies let you take it on unpaved roads, too. We just felt like Peter Fonda riding around on it! The largest battery of the trio, it offers 45–75 miles of range and a 4.5-hour recharge time. That’s on par with most batteries on the market for charge time, but few come near the capacity. The price makes sense with the big battery, style and performance, coming in at $6995. Founder Andrew Davidge opens the taps on the Tracker. UPGRADES For a current Vintage Electric owner, the company offers upgrades to their new die-cast battery packs with all-new controllers, etc., essentially future-proofing their bikes. No need to buy a new bike to get the latest technology. We definitely think that is a great way to show loyalty to owners. They’ve partnered with Velofix to work with them on the upgrades at the consumers’ homes. We won’t call these bikes pure style, because that would sell them short. They are beautiful, but they also perform extremely well and have excellent build quality. From style to substance, the Vintage bikes check all the boxes and at a price that seems positively affordable for what you’re getting. SPECS VINTAGE ELECTRIC CAFE Price: $3995 Motor: Crystalyte 750W direct-drive rear hub Battery: 48V 10.4 Ah Charge time: 2 hours Top speed: 28 mph (with assist) Range: 20–50 miles Drive: Shimano SLX, 10-speed Brakes: Shimano M365 hydraulic disc brakes Controls: Vintage Electric Fork: Aluminum Frame: Chromoly Tires: Schwalbe Fat Frank, 29×2.0”, Kevlar guard Color choices: Skyline Bronze or Golden Gate Red Sizes: S/M/L VINTAGE ELECTRIC TRACKER Price: $4995 Motor: Crystalyte 750W (3000W in Race Mode) direct drive rear hub Battery: 48V, 15 Ah Charge time: 2.5 hours Top Speed: 36 mph Range: 25–50 miles Drive: FSA/KMC Brakes: Promax Lucid hydraulic disc brakes Controls: Vintage Electric Fork: Chromoly Frame: Hydroformed aluminum Tires: Schwalbe Fat Frank, 26×2.35”, Kevlar guard Color choices: Red or Graphite Blue Weight: 79 lb. Sizes: One size VINTAGE ELECTRIC SCRAMBLER S Price: $6995 Motor: Crystalyte 750W (3000W in Race Mode) direct-drive rear hub Battery: 48V, 23.4 Ah Charge time: 4.5 hours Top speed: 36 mph Range: 40-75 miles Drive: FSA/KMC Brakes: Promax Lucid hydraulic disc brakes Controls: Vintage Electric Fork: MRP inverted fork with 60mm of travel Frame: Hydroformed aluminum Tires: Schwalbe Black Jack knobby, 26×2.35” Color Choices: Satin Black Weight: 86 lb. Sizes: One size www.vintageelectricbikes.com THERE ARE SO MANY WAYS TO GET ELECTRIC BIKE ACTION In print, from the Apple newsstand, or on your Android device, from Google. Available from the Apple Newsstand for reading on your iPad, iPhone or iPod Touch. Subscribe Here For more subscription information contact (800) 767-0345 Got something on your mind? Let us know at hi-torque.com The post VINTAGE ELECTRIC appeared first on Electric Bike Action.
[Press Release] – The wait is over! Introducing the all-new Rally Mountain Shoe from Bontrager. Rally is the clipless version of our Flatline (flat pedal) Shoe. This shoe is perfect for the weekend warrior, the dedicated full-time racer, and anyone in-between. Details Durable, synthetic leather upper Abrasion-resistant coating on the heel and toe caps for added durability A reinforced, durable toe box for improved protection Shock-absorbing EVA midsole Hook-and-loop straps provide a more secure fit that hugs your foot in place Compatible with 2-bolt SPD-style cleats The choice of Trek Factory Racing DH and enduro teams Unconditional Bontrager Guarantee $149.99 (USD) 331g (size 42) Rally offers the same outsole tread and EVA midsole as Flatline, providing the same comfortable feel but with a better connection to the pedal. Durable GnarGuard coating on the toe cap and heel is abrasion-resistant while a reinforced toe box has riders covered in case things get too gnarly. To ensure the laces stay put and don’t get caught up in the crank, a secure hook-and-loop strap at the top of tongue adds peace of mind. Rally is available in sizes 36-48 (half sizes 39.5-45.5) and is compatible with 2-bolt SPD-style cleats. Trek Factory Racing Approved As with many Bontrager products, the professional teams are the first to put samples through their paces to make sure they can withstand the general public’s everyday use. Kade Edwards, of the downhill team, was one of the first to give the Rally a try and had this to say: “These shoes are awesome! I haven’t ridden a shoe I have liked till now! Super stoked!” Bontrager
Dropped a mad #wattbomb and broken your rear derailleur or mech hanger midway through a ride and need to do an emergency singlespeed conversion? This is the definitive guide to how to convert your bike to singlespeed in a pinch. 5 trailside repairs you need to know 6 everyday bike hacks every rider should know Tools needed for emergency singlespeed conversion Chain tool extractor Spare joining pin or quick link Multi-tool How to convert your bike to a singlespeed in order to get yourself home 1. Split the chain If your chain isn’t already broken, then you will need to separate it using a chain rivet extractor. If your chain is connected with a quick link/master link and you don’t have the correct tool, flexing the chain back and forth can help loosen this. 2. Remove the rear derailleur Remove your rear derailleur and disconnect the shifting cable. Haynes Once the chain has been split, remove the chain from the rear derailleur. Now remove your rear derailleur using either a 5mm hex key or a Torx key, depending on the make and model of your derailleur. Undo the cable clamp bolt and remove the rear derailleur cable as well. If you can’t remove it completely try and ensure this cable is fixed somewhere out of the way where it can’t get tangled in your wheel or bike. 3. Select your gear Select a gear towards the middle of the cassette that has a straight chainline towards your chosen chainring. Haynes With the rear derailleur removed and the cable out of the way, you need to select which gear you want to use. The key thing here is chainline — you want your chain to be in the most direct (straight) path from the front chainring to the cog you select on the rear cassette. As a rule of thumb, whether you are in the small or large chainring, the cogs in the centre of the cassette cluster will usually give you the best chainline. The cogs toward the wheel are better for the small chainring, and the cogs toward the bottom of the cassette are better for the larger chainring. Eye this from the back of the bike and focus on getting the best chainline rather than an optimum gear. 4. Measure the chain Fully wrap the chain around your chosen cassette cog and chainring to determine the correct chain length. Haynes With your cog and chainring selected, pass the chain over the chainring and around the cassette cog. Now bring the chain together so that one loose end is pulled tight and indicating the link nearest to it that it can be joined to. Make doubly sure the chain is wrapped fully around the cassette cog and chainring. You need this to be a link that can be joined to the loose end of the chain without stretching the chain any further. A chain that is pulled too tight can make it impossible to pedal and be potentially damaging for the rest of the drivetrain components on your bike. 5. Fit the chain Cut the chain to length then rejoin with either a joining pin or quick link. Haynes Remove the chain from the chainring so there is no tension running through the chain as you try to join it. Join the chain using a quick link or a joining pin. When you have joined the chain, re-mount it on the chainring by gently rotating the cranks and working the chain on. Be very careful with your fingers! Singlespeed bikes without horizontal/rotating dropouts use some sort of a chain tensioning device to keep the chain tensioned. The derailleur does this job on a normal geared setup. As you will have no such device in this setup, take it steady when you’re pedalling. If you cannot join the chain and run it through the optimal sprocket for chainline without it being too loose then you may need to shift the chain into the next largest cog on the rear cassette, so that the chain doesn’t jump when pedalling. 6. Test the setup Rotate the cranks to gently test the set up. Haynes Try pedaling forward by hand before you ride it, just to make sure everything is working well. Remember with this fix: the speed at which you ride afterwards isn’t an issue, it’s the tension running through the chain that’s problematic. Pedal steadily and smoothly, avoiding any excessive pressure. A note on full suspension bikes This repair works best on road bikes or hardtail mountain bikes. On a full-suspension bike, the movement of the suspension effectively changes the chainstay length, meaning a simple wrap-around the chainring and sprocket approach is not possible — your chain will almost certainly fall off or snap. If possible, straighten the hanger to the best of your ability and set the derailleur to run in one gear as smoothly as possible. If a jockey wheel or cage has disintegrated, it is often possible to get the chain running around a single jockey wheel, and using the derailleur’s limit screws to get it set up as a singlespeed — try and make sure you keep some tension in the chain via the derailleur to account for chain growth through the suspension’s stroke. Want to learn more about fixing your bike at the roadside? BikeRadar has teamed up with Haynes to release The Road Bike Manual app for iOS and Android, a comprehensive guide to maintaining your bike. Get it on the Google Play Store or the Apple App Store.
“My favourite trail in Whistler? Very possibly! And who better than bronze medalist at World Champs, long time Whistler Local, and shredder Claire Buchar? Green Monster is her favourite trail. The climb starts right outside her door and she rides it a lot from April to October!” –Rémy Métailler
There are two types of cyclist. Given a steep hill, one will do anything to find a flatter way round. The other will race you up and post a summit selfie on Facebook. Although by nature uncompetitive, I’m rather keen on cycling upwards. Almost as much as the Youth Hostel Association, whose establishments are always up hills. Or NCN routes that take you over 200m peaks because the council won’t fund a safe junction on the A road. BikeRadar‘s Hill Climb Diaries How Joe Norledge built his 5.1kg hill climb bike But here’s a thing. When I drove down Glencoe on a motoring holiday in Scotland, I thought the scenery was somewhat average. Later, on a cycling holiday – or, as we everyday cyclists call it, a ‘holiday’ – I did it on my tourer, climbing up from Tyndrum. In the intervening decade, somebody must have rebuilt the mountains. They were now awesome, thrilling, ecstatic. What’s going on? Perhaps the psychological phenomenon of ‘effort heuristic’: the more work involved, the more enjoyable the results. It’s related to the marketing effect known to every sharp-suited upseller, that more expensive goods feel better. Give people the same wine twice, but describe the first as cheap and the second as expensive, and most will enjoy the ‘luxury’ one much more. They’re not kidding themselves, either: MRI scans show their brains are genuinely more lit up by fun-loving dopamine. (MRI scans are horrible; frankly, I could’ve done with a calming glass of wine during my last one). Hence, unearned downhills don’t work so well. In Ecuador once I bought such an experience. They bus you up to 3,000m on the Abra Malaga road. You coast down nearly 30 miles of descent, over an hour, on MTBs with 27 gears (26 more than you need) and no mudguards (two fewer than you need). Pleasant enough, but ultimately unsatisfying. Rosedale Chimney, clambering up the side of a North Yorkshire moor, is ‘only’ 33 percent, but is inspiring, with scenery, majesty and a sense of achievement Back here, Cragg Vale – south of Todmorden in West Yorkshire – is signed as England’s longest continuous downhill: 5.5 miles and 295m of steady drop. (If mixed units are good enough for OS maps then they’re good enough for me). You can freewheel it all, and I know because I did. Not as breathtaking as Ecuador, past an industrial estate down to Mytholmroyd, but I enjoyed it more, because I had to get up there in the first place, round the back road by the reservoir with views off Blackstone Edge. There’s something feelgood about effortful ascent. Hill-guide author Simon Warren is unlikely to extend his series with 100 Greatest East Anglian Cycling Climbs, but gradient alone guarantees nothing. We rode a 37% hill on fixies — BikeRadar Diaries is back! The ‘steepest street in the UK’, and recently confirmed ‘steepest street in the world’, for example, is Harlech’s Ffordd Pen Llech. The twisting side lane down to the castle is signed at the top, perhaps uniquely, as 40 percent. Cycling up it is not suggested. Particularly because it’s one-way… going the other way. The bottom of Vale St in Bristol’s aptly-named Totterdown area feels at least as precipitous. And the cobbled bowels of Church Lane in Whitby below the Abbey – signed ‘unsuitable for motors’, which fails to prevent the occasional sat nav farce, and subsequent local-press schadenfreude – rake up to 50 percent or more, my photos suggest. Good luck with that. But these are essentially curiosities, not rides. Rosedale Chimney, clambering up the side of a North Yorkshire moor, is ‘only’ 33 percent (the only genuine 1-in-3 of the UK’s many signposted ones, evidently), but is inspiring, with scenery, majesty and a sense of achievement. And exciting warning signs: ‘Dangerous hill cyclists please dismount’ – an appeal, which I’m pleased to say, has no legal force. So here’s to hill climbing. Fleet Moss from Hawes, Bealach na Bà from Applecross, Bwlch y Groes from Llanuwchllyn… all easier said than done, except perhaps the last. But we love them all. Well, almost. Maybe not the A6 at Shap. Not just for the summit view. Or post-downhill cake. Or Strava boasting. But for the effort heuristic, the mental zing, the dopamine, the being alive. In fact, it’s a metaphor for life: we struggle up but enjoy the ride. Then it’s all downhill. With regards to the wine thing, personally, I enjoy the cheaper bottle more, quite happy in the knowledge that there’s cash left over for some new brake blocks. I’m going to need them.