Back in August, Ridley launched a new gravel bike, the Kanzo Fast, with a truly unique selling point in the form of its gearing, which combines a 1× drivetrain with a new 2-speed rear hub. It’s a setup that claims to offer the advantages of a front derailleur without the downsides. It’s also weird as hell, and I love it. I like strange and original bikes. I’m glad they exist and I think designs that challenge accepted dogma about the right way to do things should be celebrated, even if ultimately the cycling world doesn’t buy into the idea. Related reading Madone, Domane, Emonda… Daemon? Meet the 4th anagram bike that Trek has yet to make So what’s the deal with Canyon’s unique new Hover bar? Campagnolo Ekar is a 13-speed gravel groupset with a tiny 9-tooth cog While there’s certainly considerable convergence over certain concepts in bike design – I’m looking at you, dropped seatstays – I don’t buy the idea that all road bikes look the same. If anything, there’s more diversity than ever these days. Back in the days of steel, road bikes really did all look virtually identical to one another, the odd bit of fancy lugwork notwithstanding. Let’s be real, every road bike looked more or less like this for a good 40 years or more. Raleigh These days, advanced construction techniques with varied materials (carbon, aluminium, steel, titanium…), and ever-more impressive drivetrain and suspension tech let designers and engineers exercise their creativity far more – it really is possible to come up with something new. To give some examples, I applaud designs such as the Trek Domane and Specialized Roubaix for stretching the limits of what we consider a road bike, by using clever comfort-adding tech. I thank Cannondale for blurring the line between mountain and gravel bikes with the unique Slate back in 2015, and doing it again with the Topstone Lefty in 2020. I’m also so glad 3T launched the then-outlandish Exploro in 2016, introducing us to the idea of the aero gravel bike, and then went off-piste again the following year with the 1×-only, fat-tyred Strada aero bike. The 3T Exploro was downright unusual when it first launched, but seems less so now. Campagnolo Equally, I think it’s glorious that Surly flew in the face of industry trends and launched a bike with 26in wheels this year, that Basso made a ‘semi-suspension’ graveller with a carbon back-end and an aluminium front, that Lauf has seemingly made a success of its slightly wacky leaf-spring suspension forks, and that Canyon is somehow persisting with its frankly ridiculous double-decker handlebar. On the component front, I was delighted to try out Rotor’s original and bonkers Uno hydraulic shifting groupset, while SRAM really deserves praise for making wireless electronic groupsets viable. Of course, it’s easy to be blasé about the pitfalls of new tech when you don’t have skin in the game. Working in cycling media means I get to try out new things and marvel at weird tech without risking my own coin. It’s the early adopters who get burned when new ideas don’t succeed, whether that’s because the design itself turns out to be flawed or the brand goes belly-up and the product is orphaned. Remember this? Oh well. Oliver Woodman / Immediate Media When I’m covering new bikes and tech, I’m always conscious that I need to put myself in the shoes of the consumer and ask whether it really makes sense. Have a bike’s designers made something different because there’s a valid reason for taking a new approach or are they just trying to be different for difference’s sake? I am absolutely for technological innovation as long as it’s justified, but it’s fair to say that sometimes it doesn’t quite feel like it is. Anyway, I don’t know how good the Ridley Kanzo Fast and its unusual hub are yet, but I’m very glad both exist – cycling would be terribly dull if no one dared to be different. What are your favourite weird bikes and tech? Let us know in the comments.

Propain, Canyon, Devinci, YT and One Vision tell the story behind their weekends( Photos: 4 )

Wenn man Testberichte für Stahlräder liest, stolpert man garantiert über Wörter wie lebendig, Seele, Herz, Persönlichkeit. Geht es da noch um Bikes oder schon um mystische Lebewesen? Und was bleibt übrig, wenn man die Nostalgie mal links liegen lässt – ist Stahl dann wirklich noch ein relevantes Rahmenmaterial? googletag.cmd.push(function() { googletag.display('div-gpt-ad-1408638783102-0'); }); Zweifellos ist Stahl der Ursprung der Rahmenmaterialien bei Mountainbikes, und trotz dieser fast vergessenen Anfänge haben Stahlfahrräder einen Kultstatus erreicht. So wie Casio-Uhren aus den 1980er-Jahren heute zum Zwanzigfachen ihres ursprünglichen Werts gehandelt werden, sind Bikes mit Stahlrahmen bei der aktuellen Craft-Beer-Generation ein heißes Eisen. Während es für ein maßgefertigtes N+1* Hardtail aus Stahl noch halbwegs verständlich ist, die Kaufentscheidung mit Nostalgie zu begründen, wäre es bei einem Fully im Wert von 5.000 € dann doch total irrational. Bei diesem Preispunkt muss Stahl auch mit Performance überzeugen, um gegen die gewaltige Aluminium- und Carbonkonkurrenz bestehen zu können. Nachdem wir die zu oft erzählten Stahl-Märchen aus dem Fenster geworfen haben, wollen wir einen Blick auf die aktuellen Stahl-Bikes werfen. *N ist die Zahl der Bikes, die ihr schon habt; N+1 ist die Zahl der Bikes, die ihr haben solltet. Können Trail- und Enduro-Bikes aus Stahl wirklich gegen die mächtige Konkurrenz der Supermarken wie Canyon, Santa Cruz, Specialized, Trek, Yeti und YT ankommen? Schlanke Rohre für schlanke Oberarmen – Die Stahl-Bikes im Test Es scheint, als hätte Mutter Natur einen grausamen Sinn für Humor. Während Großbritannien durch die globale Pandemie in den Lockdown getrieben wurde, lieferte das normalerweise raue schottische Klima acht Wochen ununterbrochen Sonnenschein ab. Staubige Trails blieben leer und wurden trockener, als sie je waren. Und dann kamen wir! Die Beschränkungen wurden gelockert und wir konnten mit unseren Spaghettiarmen zurück auf die Trails eilen! Ganz klar Zeit für „Sun’s out, skinny guns out“. Zufällig hatten wir, passend zu unseren dünnen Oberarmen, eine Reihe von Bikes mit dünnen Stahlrohren am Start, die wir nun auf Herz und Nieren testen konnten. Bike Preis Gewicht Federweg v/h Radgröße Cotic RocketMAX Gen3(Zum Test) 5.575 € 15,40 kg 160/160 mm 29″ Pipedream The Full Moxie(Zum Test) 4.070 € 16,10 kg 150/146 mm 29″ Starling Twist(Zum Test) 5.226 € 15,90 kg 160/160 mm 29/27,5″ Wo ist der Schlamm, wo der Regen? Schottland hat vergessen, für welches Wetter es bekannt ist, und liefert Traum-Verhältnisse. Was ist Stahl eigentlich? Stahl ist einer der wichtigsten Konstruktionswerkstoffe und wird in fast allen Branchen eingesetzt. Es gibt über 3.500 verschiedene Stahlsorten, aber alle sind letztlich eine Legierung aus Eisen und Kohlenstoff, angereichert mit einer Reihe verschiedener Elemente. Die am häufigsten für Fahrradrahmen verwendete Stahllegierung ist 4130 Chromoly, dem geringe Mengen Chrom und Molybdän zugesetzt werden, was zu einem besseren Verhältnis von Festigkeit zu Gewicht führt. Stahl ist vollständig wiederverwertbar, ohne dass sich die Eigenschaften des recycelten Materials verschlechtern. Außerdem benötigt er zur Herstellung relativ geringe Energiemengen – fast dreimal weniger als Aluminium – und besitzt bei entsprechender Pflege eine hohe Lebensdauer. Warum haben Stahlräder so schlanke Rohre? Warum sind Stahlrahmen trotz ihres komfortablen Fahrverhaltens, insbesondere bei Hardtails, so viel dünner als Aluminiumrahmen? Bei gleichen Abmessungen ist Stahl etwa dreimal dichter als Aluminium, aber auch dreimal steifer. Steifigkeit und Festigkeit sind jedoch sehr unterschiedliche Parameter. Die Steifigkeit eines Materials wird durch den sogenannten Elastizitätsmodul beschrieben, der die Beziehung zwischen Spannung (die auf das Material ausgeübte Kraft) und Dehnung (die Verformung des Materials) definiert. Die Festigkeit eines Materials wird durch seine Streckgrenze beschrieben. Das ist der Punkt, an dem das Material über seine Elastizitätsgrenze hinausgeht und sich dauerhaft verformt, wenn sich ein Stahlrahmen also z. B. verbiegt oder reißt. Wenn es um die Herstellung von Fahrradrahmen geht, sollte der Rahmen so konstruiert sein, dass die auftretenden Normalkräfte weit unter der Streckgrenze des verwendeten Materials liegen – damit also unter normalen Bedingungen nichts passieren kann, das den Rahmen verbiegt. Deshalb spielt die Festigkeit für das Fahrverhalten auch eine untergeordnete Rolle, denn das wird eher durch die Kombination aus Rohrdimension und Materialsteifigkeit beeinflusst. Warum sind die Rohre von Stahlrahmen jetzt aber dünner? Die Antwort hat mit den Unterschieden in der Steifigkeit und der Dichte zwischen Stahl und Aluminium zu tun. Bei gleicher Wandstärke ist ein Rohr mit größerem Durchmesser steifer als ein Rohr mit kleinerem Durchmesser – verdoppelt man den Durchmesser eines Rohres, erhöht das die Rohrsteifigkeit in etwa um das Vierfache. Will man nun aber den Durchmesser des Rohres vergrößern, gleichzeitig jedoch nicht mehr Material verbrauchen – um das Bike nicht schwerer zu machen –, dann muss man die Wandstärke des Rahmenrohrs reduzieren. Genau das ist gerade bei Stahl ein Balanceakt: Da Stahl ein dichtes Metall ist, müssen Rahmenkonstrukteure vorsichtig sein, schließlich wird der Rahmen bei zu viel Material schnell zu schwer. Allerdings können die Rohre auch nicht endlos verdünnt werden, um Gewicht zu sparen. Denn wenn der Durchmesser der Rohre vergrößert wird, gibt es einen Punkt, an dem die Rohrwände – bei sinnvollem Gewicht – zu dünn werden, um noch genügend Festigkeit und Schutz gegen Beschädigungen zu bieten. Diese Probleme hat Aluminium nicht so stark. Im Gegensatz zu Stahl hat es eine geringere Dichte und kann daher zu Rahmenrohren mit viel größerem Durchmesser und dickeren Wandstärken geformt werden. Wenn Stahlrahmen also weniger steif sind, sind sie dann weniger haltbar? Nein, ganz im Gegenteil! Vergleicht man es mit Aluminium, hat Stahl sogar eine höhere Lebensdauer! Wiederholte Belastungen vom Trail hält ein Stahlrahmen besser aus als einer aus Aluminium. Rahmen, die aus Alu gefertigt sind, müssen über dickere Rohre und größere Rohrdurchmesser verfügen, um Spitzenbelastungen und Biegungen verkraften zu können. Stahl kann mit seiner höheren Elastizität wiederholten Biegekräften widerstehen, was ein Materialversagen unwahrscheinlich macht. Zusammenfassend lässt sich sagen, dass die Dichte von Stahl die Steifigkeit eines Rahmens einschränkt, wenn er ein vernünftiges Gewicht haben soll. Die Wandstärken müssen vergleichsweise dünn sein, damit der Rahmen nicht in der Schwergewichtsklasse spielt, das macht ihn zum Glück aber nicht automatisch instabil. Denn die höhere Dauerfestigkeit von Stahl ermöglicht eine Rahmenkonstruktion mit schlanken Rohren, die ein gewisses Maß an Flex und Komfort bieten, aber stark genug sind, um alle „normalen Gebrauchskräfte“ problemlos wegzustecken. Stahlrahmen sind meist echt zäh und nahezu unbegrenzt haltbar. Ein ordentlich verarbeiteter Stahlrahmen ist langlebiger als jeder Alu- oder Carbonrahmen. Seine Dauerfestigkeit ist höher und Schläge werden einfach weggesteckt. Auf welches Label sollte man achten? Puristen werden fast schon zu Dichtern, wenn sie über die einzigartigen Eigenschaften der verschiedenen Stahlsorten schwärmen. Ist 853 besser als 4130? Kann man einen höherwertigen Stahl „fühlen“? Alle Stähle haben unabhängig von ihrer Zusammensetzung den gleichen Elastizitätsmodul, ein Maß für die Rohrsteifigkeit. Deshalb ist bei gleichen Abmessungen selbst der noch so gehypte Spezialstahl nicht „steifer“ als der Stahl, den man in Gerüststangen oder den billigsten Baumarkt-Bikes findet. Ein Bike, das aus billigen Rohren hergestellt wird, wird nicht weniger steif sein als ein identisches Bike aus dem teuersten Stahl. Es wird jedoch nicht so stabil sein. Billiger Stahl wie der Baustahl, der für Billigfahrräder verwendet wird, hat eine geringere Streckgrenze, wodurch dickwandigere Rohre erforderlich sind, um die erforderliche Stoß- und Knickfestigkeit zu gewährleisten – das bedeutet wiederum mehr Gewicht. Qualitativ hochwertigere Stähle wie 4130 CrMo oder Reynolds 531 und 853 haben eine viel höhere Streckgrenze, weshalb dünnwandige, leichtere Rohre verwendet werden können. Es gibt jedoch eine Grenze, ab der ein Stahlrahmen einfach zu dünn wird. Diese Grenze gibt auch den Ton an, wenn es um das Gewicht des Rahmens geht. Einige Stähle, wie 4130, können während des Schweißprozesses geschwächt werden und benötigen eine weitere Wärmebehandlung, um die Festigkeit wiederherzustellen. Andere, wie der teure Reynolds 853, gewinnen nach dem Schweißen durch das Abkühlen an der Luft an Festigkeit. Rahmenbauer müssen auch das sogenannte Butting der Rohre in Betracht ziehen, bei dem der äußere Rohrdurchmesser konstant ist, aber die Wandstärke innen variiert. Die Konstruktion eines Stahlrahmens ist ein Balanceakt. Man muss sich im Klaren sein, dass es nicht immer das Beste ist, ein Stahl-Bike nur aufgrund des schicken Aufklebers auf dem Unterrohr zu kaufen. Stattdessen sollte man sich darauf konzentrieren, ob der Konstrukteur die Rohrformen, Wandstärken und Durchmesser berücksichtigt hat, um dem Rahmen den gewünschten Flex und die optimale Performance zu verleihen. Macht Stahl bei einem Enduro-Bike Sinn? Die elastischen Eigenschaften von Stahl mögen für einen Hardtail-Rahmen durchaus sinnvoll sein, aber sind sie das auch für ein knallhartes Enduro-Bike? Die Begriffe Nachgiebigkeit und Steifigkeit haben zwar ähnliche Definitionen, aber es gibt einen großen Unterschied zwischen ihnen. Ein vollgefedertes Enduro-Bike muss auf den rauesten Trails souverän abliefern. Es muss steif genug sein, um direkte Linien durch Rockguardens zu verkraften, und nachgiebig genug, um uns bei großen Jumps oder meterlangen Bremswellen nicht die Zahnfüllung aus dem Gebiss zu schütteln. Wenn es um Steifigkeit geht, gelten Aluminium und Carbon als die Benchmark, wenn sie richtig eingesetzt werden. Es werden Rohre mit großem Durchmesser verwendet, um steife und starke Rahmen zu konstruieren. Die Federung sorgt für Komfort und Kontrolle. Wenn mit Stahl aber keine dicken Rohre möglich sind – kann er dann trotzdem ein geeignetes Material für ein vollgefedertes Bike sein? Drei Bikes, drei Hersteller, drei Konzepte Um herauszufinden, ob es Stahl immer noch bringt, haben wir drei Bikes mit Stahlrahmen auf den schottischen Trails dem Test unterzogen. Starten wir mit dem Star in unserem Line-up: Das Cotic RocketMAX verbindet einen starken Reynolds 853-Hauptrahmen mit einem 6066-T6-Aluminium-Hinterbau. Die Konstrukteure wollten das Beste beider Welten miteinander kombinieren. Und wenn es um Leistung geht, nimmt es das RocketMAX tatsächlich mit den besten Aluminium- und Carbon-Enduros auf! Wir haben auch das Pipedream Full Moxie getestet, dessen schlanke Rahmensilhouette und schlanke Streben die Ästhetik von Stahl unterstreichen. Der kurze Federweg und die aggressive Geometrie ergeben ein sehr ausgewogenes Bike. Unser Testfeld vervollständigt das Starling Twist. Es ist die perfekte Definition des Grundsatzes „Weniger ist mehr“. Im Gegensatz zu seinem simplen Fahrwerk und den klassischen Linien stehen der moderne Laufrad-Mix aus 29/27,5″ und der Stahlfederdämpfer. Wir hatten mit diesem Test der drei Bikes viele Fragen zu beantworten: Bietet Stahl als Rahmenmaterial Vorteile? Fühlt sich Stahl anders an als Carbon oder Aluminium? Ist der Flex gut? Eine Antwort hatten wir aber ereits – nach monatelangem Stillstand konnten wir es kaum erwarten, die Bikes zu testen! Warum zum Teufel soll ich ein Stahl-Bike kaufen? Nostalgie beiseite, lohnt sich ein vollgefedertes Stahl-Bike wirklich? Da die Preise unserer Testräder zwischen 4.000 und 5.000 € liegen, könntet ihr für euer Geld in Wahrheit ein Mega-Bike aus Carbon oder Alu bekommen. Schaut euch nur das Nukeproof Mega 290, das YT JEFFSY oder das Canyon Strive an, die alle mit den besten Komponenten ausgestattet sind und die Stahlräder preislich klar unterbieten! Bekommt ihr mehr Performance, wenn ihr ein Stahl-Bike kauft? Nein, ganz und gar nicht. Für den gleichen Preis bekommt ihr ein leichteres Bike mit besseren Komponenten, wenn ihr euch für Aluminium oder Carbon entscheidet. Was ihr jedoch mit einem Stahl-Bike bekommt, ist etwas Besonderes. Stahlräder sind robuster, langlebiger und zeichnen ihren Besitzer als eine Art Querdenker aus. In vielen Fällen werden die Rahmen auf Bestellung gefertigt und bieten sogar eine maßgeschneiderte Geometrie. An diesem Punkt könnte man über klassische und moderne Autos romantisieren. Wollt ihr eine kurvige Landstraße lieber in einem Ford Focus ST oder einem Triumph Spitfire erleben? Diese Metapher greift hier aber nicht wirklich. Denn die Bikes, die wir getestet haben, sind weit entfernt von traditionellen Klassikern – sie zeichnen sich durch eine zeitgemäße Geometrie und ein modernes Fahrverhalten aus. Und ein Bike definiert sich durch sein Fahrverhalten und nicht durch das Rahmenmaterial. Für die meisten ist das schlanke Design der Stahlräder im Vergleich zu den sexy hydrogeformten Konkurrenten wenig attraktiv, aber für andere ist Stahl wegen genau dieser Ästhetik und Haltbarkeit unwiderstehlich. Die Konkurrenz Cotic RocketMAX Gen3 (Zum Test) | 160/160 mm (v/h)15,40 kg in Größe L | 5.575 € Pipedream The Full Moxie (Zum Test) | 150/146 mm (v/h)16,10 kg in Größe Long | 4.070 € Starling Twist (Zum Test) | 160/160 mm (v/h)15,90 kg in Größe L | 5.226 €

It’s been a busy couple of weeks at BikeRadar’s virtual towers thanks to a host of drool-worthy – and in some cases rather expensive – kit being released from a host of big brands. Not least of which was Specialized’s brand new Aethos road bike, the range-topping Founders Edition model breaking bank balances around the globe thanks to its £13,000 / $14,500 / AU$22,000 price tag. In the (slightly) more sensible world of mountain bikes, Specialized was at it again with its brand-new ever-popular Stumpjumper trail bike (after releasing the gnarlier Stumpjumper Evo last week). I managed to spend some time on the bike in the Tweed Valley in Scotland, so be sure to check out my initial impressions here. We’ve also seen Nukeproof launch a brand new 2021 Mega – its Enduro World Series-winning, Sam Hill-riding monster – that now has an updated frame with space for a water bottle inside the front triangle. We’ve also tested a Santa Cruz 5010 CC X01 RSV, awarding it four out of five stars, Specialized’s Turbo Vado SL 4.0 electric bike and Canyon’s (slightly more) budget-friendly Spectral:ON electric mountain bike. And because it’s hill climb season in the road cycling world, we’ve listed our top picks for bikes that love to ascend. Pembree R1V flat pedals Buy now from {merchant} ({price}), {merchant} ({price}) and {merchant} ({price})."> (function () { var s = document.createElement('script'); s.type = 'text/javascript'; s.async = true; s.src = "//bikeradar.com/pricecomparison/widget/intext/app.bundle.js"; s.onload = function () { new inText({ domain: "bikeradar.com/pricecomparison", shopId: 608, geolocation: true, }); }; var x = document.getElementsByTagName('script')[0]; x.parentNode.insertBefore(s, x); //trim whitespace from li to flag empty items (twig seems to strip out closing if you remove the space..... [].forEach.call(document.querySelectorAll('.monetizer-in-text-link'), function(textLink) { textLink.innerHTML = textLink.innerHTML.trim(); }); })(); Pembree’s pedals are built to last. Alex Evans You shouldn’t let the 621g weight for a pair of R1V pedals from UK brand Pembree bother you because they’ve been made to last. Not only do they have SKF sealed ball and needle bearings – two cartridge ball bearings are located on the outboard end of the pedal, while the needle bearing is closest to the pedal crank – that run on a hardened stainless steel axle, there’s also a dedicated spindle seal made from Nitrile rubber to really help keep the crud from penetrating the inside of the pedal’s body. With ball and needle bearings, a spindle seal and top craftsmanship, these look like seriously reliable pedals. Alex Evans The pedal’s main body (its black section) has a concave shape to help improve grip, it also has chamfered edges to help shed mud build-up on the platform and deflect rock strikes. It’s made from 2014 T6 alloy that Pembree says is significantly stronger than the alloy used in most other pedals on the market. On top of that, it’s increased the thickness of the anodising to keep them looking fresh for longer. The concave shape should help improve grip. Alex Evans The ‘traction plates’ – the bronze sections of the pedal where the majority of the pins are located – are replaceable should they break, and are also made from the same 2014 T6 alloy as the body so should resist damage well. They’re fastened to the pedal body using two Torx bolts per end. There are ten stainless steel pins per side, each replaceable and removable. Made in England. Alex Evans Pembree also prides itself on sustainable manufacturing processes and each of the pedal’s parts are easily recyclable by Pembree. The pedals are carbon neutral – including transportation to the customer – and the Pembree factory uses 100 per cent renewable energy. The pedals are delivered in card and paper packaging that can be recycled and any waste material from the manufacturing process is also recycled. Check out the Pembree website for more information. £179 / $232 / €197.38 / AU$324.63 Latest deals DT Swiss EXC 1501 Spline One wheelset Buy now from {merchant} ({price}), {merchant} ({price}) and {merchant} ({price})."> (function () { var s = document.createElement('script'); s.type = 'text/javascript'; s.async = true; s.src = "//bikeradar.com/pricecomparison/widget/intext/app.bundle.js"; s.onload = function () { new inText({ domain: "bikeradar.com/pricecomparison", shopId: 608, geolocation: true, }); }; var x = document.getElementsByTagName('script')[0]; x.parentNode.insertBefore(s, x); //trim whitespace from li to flag empty items (twig seems to strip out closing if you remove the space..... [].forEach.call(document.querySelectorAll('.monetizer-in-text-link'), function(textLink) { textLink.innerHTML = textLink.innerHTML.trim(); }); })(); They’re a good looking set of wheels. Alex Evans DT Swiss’s 1501 wheelset has been a go-to favourite for enduro racers thanks to its no-nonsense performance, easy to maintain hub and fairly light weight. So when DT Swiss announced the 1501s would be transitioning from aluminium to carbon rims along with a price hike, it came as a bit of a surprise. The rims are made from carbon fibre and have a 30mm internal width. Alex Evans However, the updated 240 hub with Ratchet EXP freehub, DT Competition Race spokes and decreased rim weight – thanks to the use of carbon – all make for a compelling package despite the $1,899 / €1,499 price tag. The enduro wheels, denoted by the EXC name, feature a 30mm internal width and weigh 919g for the rear wheel with XD freehub driver and 148×12 axle spacing, and 833g for a Boost 110×15 front wheel. The freehub body is easy to replace and spare parts for the hubs are widely available. Alex Evans They’re tubeless-ready with DT Swiss rim tape. Alex Evans The 240 hub is highly regarded. Alex Evans The DT Swiss Competition Race spokes are 0.2mm thinner than the old ones. Alex Evans I recently reviewed the cheaper DT Swiss EX 1700 Spline wheelset, awarding it four out of five stars thanks to its enduro-ready credentials. I’m going to spend some time on the more expensive 1501s soon, so stay tuned for a full review. From $1,899 / €1,499 Latest deals Fox Vue goggles Buy now from {merchant} ({price}), {merchant} ({price}) and {merchant} ({price})."> (function () { var s = document.createElement('script'); s.type = 'text/javascript'; s.async = true; s.src = "//bikeradar.com/pricecomparison/widget/intext/app.bundle.js"; s.onload = function () { new inText({ domain: "bikeradar.com/pricecomparison", shopId: 608, geolocation: true, }); }; var x = document.getElementsByTagName('script')[0]; x.parentNode.insertBefore(s, x); //trim whitespace from li to flag empty items (twig seems to strip out closing if you remove the space..... [].forEach.call(document.querySelectorAll('.monetizer-in-text-link'), function(textLink) { textLink.innerHTML = textLink.innerHTML.trim(); }); })(); We’re going to be testing the Vues over the coming weeks. Alex Evans Fox’s Vue goggles have been developed to provide a wide field of vision thanks to the ‘outrigger’ design. This is where the goggles’ straps are mounted to an extra structure either side of the frame to increase the lens’s width and therefore, to use Fox’s words, the “viewport”. The lens is a pre-shaped polycarbonate affair that should help reduce distortion and improve optical clarity while protecting your eyes should the worst happen. It also has post mounts for tear-offs, of which five were supplied with the goggles. The frame is made from an ABS and nylon mix that’s claimed to be super-durable. Fox’s Vue goggles are striking-looking. Alex Evans The outriggers permit a wider field of vision. Alex Evans The strap has bold logos, but the frame is fairly subdued. Alex Evans The frames have a three-layer foam construction to help wick away sweat from their wearer’s face and there’s plenty of venting to help reduce fogging and heat build-up. The 45mm strap has a silicone band to help it grip helmets and keep the goggles in place. From £100 / $134.95 / €110 Latest deals Endura MT500 Waterproof Trousers II Buy now from {merchant} ({price}), {merchant} ({price}) and {merchant} ({price})."> (function () { var s = document.createElement('script'); s.type = 'text/javascript'; s.async = true; s.src = "//bikeradar.com/pricecomparison/widget/intext/app.bundle.js"; s.onload = function () { new inText({ domain: "bikeradar.com/pricecomparison", shopId: 608, geolocation: true, }); }; var x = document.getElementsByTagName('script')[0]; x.parentNode.insertBefore(s, x); //trim whitespace from li to flag empty items (twig seems to strip out closing if you remove the space..... [].forEach.call(document.querySelectorAll('.monetizer-in-text-link'), function(textLink) { textLink.innerHTML = textLink.innerHTML.trim(); }); })(); They’re fitted and designed to have knee pads worn underneath. Alex Evans Endura recently revamped its MT500 range with a host of updates including a focus on durability to increase the lifespan of its garments and reduce landfill. The Scottish brand has also started an initiative to plant one million trees per year to offset its emissions. It’s admirable stuff. The MT500 Waterproof Trousers II are made from Endura’s ExoShell40DR material that’s claimed to be waterproof and breathable, thanks to a fluorine membrane sandwiched between the inner soft-touch fabric and outer durable shell. The outer layer is treated with a poly-fluorinated chemical (PFC)-free DWR coating to help repel water. The sitting area is reinforced to help improve the trouser’s lifespan. Alex Evans The zips open from the thigh to the ankle to help with ventilation and removal/putting on. Alex Evans Endura’s ExoShell40DR material is claimed to be robust, breathable and waterproof. Alex Evans There are zips at the thigh on each leg to aid with venting, and taking the trousers on and off. There are also water-resistant hand pockets, and the waterproofs are pre-shaped to be most comfortable in the riding position even with knee pads. The inner ankles and seat area have been reinforced to handle additional abrasion. The trousers are available in sizes small to extra-extra-large. £179.99 / $249.99 / €214.99 Latest deals

A deep dive into Troy Brosnan's set up on his new Sender.( Photos: 22 )

Zero SR/S Premium Motorcycle For as much hype and hope that has surrounded the world of electric transportation, it has not been a particularly easy business model to pursue. It’s all the more aggravating when you consider how much sense electric vehicles are as a means of a modern solution to anything with an internal combustion engine. In the days since Zero Motorcycles essentially pioneered the electric motorcycle revolution in America back in 2006, there have been a variety of contenders vying to take hold of the brass ring. And, by and large, they have all failed. Fast-forward to today, and while a plethora of European e-moto brands (and Harley Davidson) have shown potential, none of their high-end, exotic offerings are capable of playing in the range of price points that Zero has focused on. The head start Zero has had has pushed their technology far ahead of most. This new generation of bikes from Zero incorporates all of that knowledge into making bikes with better control, better ride quality, more power and more range. THE BIKE Zero first debuted the SR/F Streetfighter in 2019, and it was easily their most motorcycle-looking bike yet. A stunning machine with a naked bike look and performance to rival a lot of ICE bikes on the market. For 2020 they’ve introduced a fully faired version of that bike with even more refinements. Available in either a standard or premium model, it’s similar to a trellis frame with a subframe extending out a little farther. The footpegs are lower, and handlebars are slightly higher and 15mm wider, improving on ergonomics and, as Zero says, “To emphasize rider comfort.” The 14.4-kWh battery takes up the entire inside of the frame.   This is the first Zero bike with a fairing, and it completely changes the look of the bike. The mirrors are placed below the handlebars in a position that works well, whether sitting up or tucked, but it takes some getting used to. THE PARTS Right away you have three choices of seats for the bike. They’re similar, but each one changes seat height by an inch from the medium’s 31.0 inches. The “gas tank” is used for storage, but also comes with two USB ports inside to charge phones and such. There’s a side connector for heated riding suits. The SR/S uses a J1772 connector, aka the J-plug, to recharge from either a Level 2 charge station or with an optional household cable.   In addition to the Bosch stability controls and ABS, the Pirelli Diablo tires on 17-inch wheels provide grip for days. Showa suspension offers 120mm of travel on the beefy 43mm fork and 140mm of travel on the rear coil shock. Both have adjustable spring-preload, compression and rebound damping.   “Acceleration in Sport mode is like riding in a video game!”   The powerful J Juan discs with quad-piston brakes on the front end and a dual-piston brake on the rear. Big, bright LED lights are new on this bike. You can see it coming from a long ways away, even in daylight. THE MOTOR Power comes from the Z-Force 75-10 electric motor mounted on the pivot of the swingarm, which directly drives the rear wheel via a carbon drive belt. There’s no gearbox and no clutch, which can certainly make it an easier ride for beginners. It also has a mind-bending 140 foot-pounds of torque, is electronically limited to 124 mph, and has a 0–60 time that would make a Ferrari turn redder. The huge 14.4-kWh battery takes up most of the inside of the frame, has just shy of 13 kWh of usable capacity. The standard version has a battery with a single 3-kW charger, while the premium model we tested has a second 3-kW charger, allowing a full charge to take only two hours on a Level 2 charger. There are other options, including an optional extra battery called a Power Tank ($2,895) that takes up all the space inside the faux gas tank, but offers a mere extra 11 miles of range. You can also opt for an extra 6 kW of charging for $2,300. With the Premium model, it has heated grips as well. The standard seating that comes with the SR/S. There are other options for the main seat, one thicker and one thinner, each being about an inch higher or lower respectively.   THERE’S AN APP FOR THAT They whole system is controlled either by the controls on the handlebars or via Zero’s app. There are four modes; Eco, which has the highest regeneration and least aggressive acceleration and tops out at 75 mph; Street, which has far less regen and a top speed of 110; Sport, which has virtually no regen and the most aggressive acceleration (and a top speed of 124 mph); and Rain, which calms everything down for going over wet pavement. Riders can customize this with their own modes based on personal preference. Only one of these can be live at a time, but there’s a bunch of memory for this, so if you want the acceleration of Sport with the regen of Eco and traction control is off, it’s there for the making. With the app, you can also record your rides. More advanced than, say, Strava, it doesn’t just track route, speed, and elevation, but it uses your phone’s accelerometers and other telemetry to track lean angle through turns, acceleration and more. This could actually help you learn to be a better rider. The bike is always connected through a cellular connection, so you can opt to share information with the engineers to help them make improvements (some of which can come over the air), and can even help let you know if someone moves your bike and find it if they do. WHO IT’S MADE FOR Though the SR/S is easy for a beginner to ride, it’s a lot of bike for that. In Eco mode, it’s very controllable. In Sport, it’s a handful. This is a good commuter bike for riders who want a thrilling ride to work and something to play in the hills. The silence makes it great for city riding. THE RIDE First things first, the acceleration is intoxicating. Even in Eco mode, the torque shoots you off the line pretty quick. Carving the canyon twisties, with nothing but a tiny whine from the motor and wind in the face shield, is unreal on this machine. Putting it in Eco mode is great for this. When you roll off the throttle, the regen kicks in aggressively and slows you down without tapping the brakes. It makes it very easy to control speed, and using it on the long descent we were able to put 2-percent charge back into the battery without ever touching the brakes. Acceleration in Sport mode is like riding in a video game! You can get to any speed you want in an instant. Between the bike’s traction control and 516-pound weight (with that battery weight making up a most of that), the front wheel doesn’t come up easily. A wider view of the motor shows its position on the swingarm pivot, the integration of the battery into the frame and the adjustable rear shock.   The fairing is claimed to add up to 13-percent more range to the bike. We didn’t notice that much of an increase when tucked in, but since the only thing you hear when you’re at highway speeds is the wind in your helmet, there’s a noticeable drop in wind noise. When used as a work commuter, the bike consumed 33 percent of the juice in the battery, which was not bad for 39 miles over two mountain passes. While I was at the office, I got to try the wall charger for the first time. It was when we first charged the bike at the office that we discovered that the thick charge cable takes up most of the storage space under the “gas tank.” When it came time to test the upper reaches of the speedometer on the way home, we quickly realized that the personal mode we had created limited the bike to 75 mph, so we exited the freeway to change modes. What we found out later was that you can shift modes on the fly, but you have to close the throttle first. Punching in the stock Sport mode made all the difference when we re-entered the freeway. Zero claims the bike has a 160-mile range (city only), but our best guess is that on average the SR/S gets closer to a 100-mile range for city and freeway use. THE VERDICT The SR/S is the pinnacle of what Zero has long been working towards. In both performance, finish quality and price, the SR/S marks a dramatic step away from the now-dated (but still available) FXS model that sells for $8,995. Although it may cost a bit up front, but you’ll amortize that quickly with the lower cost of electricity versus gas and lower maintenance costs. In terms of amortizing the price, we also think the time savings (roughly 6–8 hours per week) found with the Premium model versus the Standard bike (and yes, the heated grips!) are worth the added $2,000. However, for us, the nearly $3,000 tab for the Power Tank that delivers an extra 11 miles is laughable. You may want to consider putting in a charge station at home to make life easier, but your mileage may vary and you might be able to live with an overnight charge from a 110-volt outlet. Zero offers a two-year warranty on the bike and five-year warranty on the power pack. Also, check your state, because they may have a rebate to make ownership a little cheaper. There’s a $750 rebate in California. SPECS ZERO MOTORCYCLES SR/S PREMIUM Price: $19,995 ($21,995 as tested) Motor: ZF75-10, interior permanent magnet Battery: Z-Force Li-Ion intelligent integrated, 14.4 kWh Charge time: 2 hours (level 2), 8-10 hours (110V) Top speed: 124 mph (electronically limited) Range: 80–150 miles Drive: HTD Carbon belt Brakes: Bosch Advanced MSC, dual J-Juan radial 4-piston calipers with radial master cylinder, 320 x 5mm discs (front), Bosch Advanced MSC, J-Juan single piston floating caliper, 240 x 4.5mm disc Controls: Zero Fork: 43mm Showa with adjustable spring preload, compression and rebound damping, 120mm travel Rear shock: Showa piggy-back reservoir shock with adjustable spring preload, compression and rebound damping. 140mm travel Frame: Zero steel trellis Tires: Pirelli Diablo Rosso III, 120/ 70-17 (front), 180/55-17 Weight: 503 lb. (516 lb. as tested) Color choice: Cerulean Blue or Skyline Silver www.zeromotorcycles.com THE CITY BIKE COMPARO Choosing between two bikes that are a breed apart for the same task at hand In this issue we’ve reviewed the Trek Allant+ 9.9S and the Zero SR/S. Both great bikes to commute to work on. Both fun to ride. But, could they be any more different? With the EBA office equally filled with cyclists and motorcyclists, there was actually a big debate on which bike would rate as the optimum commuter. Though they both have a motor, the Trek requires pushing the pedals, while the Zero asks only that you twist your wrist. The Trek weighs in at 51.5 pounds, and the Zero weighs almost exactly 10 times as much. The Trek gives you electric assist up to 28 mph, while the Zero has an electronic limit of 124 mph. Like zebras to giraffes and apples to oranges, any comparison between the Trek and Zero seems nonsensical. But, in a way, it isn’t. THE TASK AT HAND If you’re looking for a bike to get you to work, both are a great option. Both have limited carrying capacity so it’s likely you’ll need to carry a backpack. Both can get you to work without a sweat. Both enjoy a modern, eye-pleasing aesthetic. Both can park in places that cars can’t. Both are fun to ride and get you out in fresh air. Both can split lanes between congested cars, which makes them more efficient in traffic. Both have connected features that you can use to improve your performance.   “Any comparison between the Trek and Zero seems nonsensical. But, in a way, it isn’t.”   Well, then, we have to look at where they’re not the same. How about the recreation side of things? Let’s face it, you’re not buying one of these bikes just to get to work. You’re going to ride it for fun, to get out, to explore. Both of these bikes can do that quite well yet very differently. You’ll be cruising the bike path on the Trek, where on the Zero you’ll forever be chasing the perfect ribbon of pavement. The Zero SR/S costs an order of magnitude more than the Trek Allant+—more than three times as expensive. But, does it have three times the potential? The Zero has to have some level of charge to move, and the Trek, with a range of roughly 50 miles, can still be ridden with the motor off. With the Trek, you can also carry an extra battery with you for more range. The SR/S has to be charged every 100 miles or so. THE VERDICT Unless you have the money to buy both, how do you choose? If you’re in it purely for a non-ICE mode of transportation, we think the ultimate decision is harder to make than initially appears obvious. Obviously, if you don’t want to spend $20 grand on an electric motorcycle, the Trek is an easy answer. It will cost less to operate, and no special license or registration is required to ride it. But, really, the Zero’s usage is much more expansive. Both should be dependable, reliable transportation for years if taken care of. Neither will need a ton of maintenance, likely just small things, like tires and brake pads. However, if you’d rather ride on bike paths and in bike lanes, the Allant+ is more your speed. If you want the thrill of the wind flying past your helmet, the SR/S is the obvious option. Both can get you to work, and both can be fun after work. You know which one we like better? Having both. Subscribe Or Renew Here ELECTRIC BIKE ACTION MAGAZINE For more subscription information contact (800) 767-0345 The post Electric Bike Action Bike Test: Zero SR/S Premium Motorcycle appeared first on Electric Bike Action.

Canyon's updated Torque and Sender AL get new components and colors.( Photos: 15 )

I’ve always fancied myself as an ‘above average’ cyclist. There, I said it. However, the confidence I have in my ability is totally unfounded. To date, my race wins (and starts) sits at a nice round zero. In fact, I know it’s sacrilege to admit it, but I’ve never even been a member of a club. I do own a bike (or two) though, so I’m definitely a cyclist. And I enjoy riding my bikes – a lot. Over the years, I’ve gone bikepacking coast-to-coast across the south of England, tackled some of Europe’s epic alpine climbs, and have a couple of Ride London 100s under my belt – including a 4hr 45m finish last time out. So, while I don’t have a ProCyclingStats profile, I know I’m no plodder either. But, at the age of 28 and with no prior racing pedigree, can I make it to the professional peloton? Charlie Allenby (left) has ridden some of Europe’s epic climbs but is now turning his hand to something very different: the Zwift Academy. Mike Brindley Although the short answer is an abrupt ‘no’, the Zwift Academy offers up a very slim chance. Back for a fourth year, the virtual training platform’s training program puts subscribers through their paces over eight weeks, with a series of workouts, races and group rides. While the majority of riders who sign up use it as an opportunity to follow a late-season training schedule before winter truly sets in, for one lucky (and seriously powerful) rider, there is a one-year professional contract with UCI ProContinental team Alpecin-Fenix on the line for men, and the same deal for the Canyon//SRAM Racing women’s WorldTour team. If my current power stats are anything to go by, then the closest I’m going to get to Mathieu van der Poel next season is watching him tearing it up on TV It’s not just some marketing gimmick either. Previous winners of the men’s category include NTT Continental Cycling Team’s Drew Christensen and Martin Lavrič, who both impressed enough to have their contracts extended past the initial 12 months. And three past winners of the Zwift Academy are still with the Canyon//SRAM team, so it does serve as a genuine talent ID program. Will I, Charlie Allenby, be part of this illustrious group in years to come? If my current power stats are anything to go by, then the closest I’m going to get to Mathieu van der Poel next season is watching him tearing it up on TV. But that won’t stop me trying my hand at this year’s Zwift Academy. The Zwift Academy offers riders the opportunity to compete for a contract on the Alpecin-Fenix and Canyon//SRAM teams. Zwift Like a lot of cyclists, I fired up the turbo trainer and turned to Zwift earlier this year when the pandemic struck and made riding outside a bit difficult, so I’m not completely new to the concept of virtual training. My most recent FTP test on Zwift saw me hit 248 watts (3.64w/kg) and I think with a bit of fine-tuning (and not going off too hard at the start), that number can only go up. Like a lot of cyclists, I fired up the turbo trainer and turned to Zwift earlier this year when the pandemic struck and made riding outside a bit difficult To take on the challenge and ride myself into contention, I’ll be using my trusty Specialized Tarmac SL6, a Wahoo Tickr Fit heart rate armband and a Wahoo Kickr Core smart trainer, capable of measuring my power and varying resistance in Zwift, whether climbing Alpe du Zwift or enduring an internal training session. And that’s about the extent of my pain cave setup. My laptop screen will have to do for the whole ‘immersive experience’ and nature is my fan – I’m hoping that positioning myself next to an open back door will provide all the cooling I need. Charlie’s summer riding included a coast-to-coast bikepacking trip across the south of England. Charlie Allenby In the coming weeks, I’ll be writing a diary of my progress in the Zwift Academy. As well as exploits of explosive race starts and getting dropped on the first climb, I’ll also be peppering my entries with any tips I can glean from the team at Dig Deep Coaching, who have come up with this year’s training plan, as well as last year’s men’s category winner, Drew Christensen. For now though, I’ve just got time for a quick spin around Watopia to familiarise myself again before the competition kicks off for good. See you on the start line.