We’re in the midst of summer and getting a royal sweat on, not just because of the sun’s rays. Our computers have been constantly whirring away as of late and we must have travelled halfway around the world to scope out and test ride the latest bikes. But as here probably isn’t the best place for us to reveal just how tiresome such a jet-set lifestyle with fine food and sublime trails in great locations can be, we’ll begin with an overview of the articles inside this issue: Highlights Tire test – all the important models on test Merida eONE-SXTY vs. eONE-FORTY Life-changing? Porsche eBike X+ E-MOUNTAINBIKE City Escape in Vienna BULLS Sonic: exclusive review The latest issue is available now in our free magazine app. If you haven’t installed our app yet, now’s your chance to download it for free in the App Store (iPhone / iPad) or in the Play Store (Android smartphones & tablets). Our free, digital magazine is the centrepiece of our work and definitely the best way to experience our content, with interactive features as well as beautiful photography and videos all packed into a unique design. If you like our website, we’re sure you’ll love our magazine app. By the way: the app even gives you access to all of our back issues – hours upon hours of first-class content! All the bikes in this issue BULLS SONIC EVO AM6 Carbon | Canyon Spectral:ON 7.0 WMN | FOCUS JAM² 6.8 NINE | LIV Intrigue E+ | Merida eONE-SIXTY | Merida eONE-FORTY | Riese&Müller supercharger Rohloff HS | Specialized Turbo Levo Expert What to expect in this issue Schwalbe, MAXXIS, Continental, Michelin, WTB, Kenda… The range of eMTB tires on offer is huge and sometimes confusing. We tested more than 50 tires and although we couldn’t agree on a clear favourite, we can tell you how to find the perfect tire to suit you and your bike. The MERIDA eONE-FORTY and eONE-SIXTY don’t only look similar, they were also designed by the same team. But despite this, their characters and handling are fundamentally different. So, which one should you choose? Are you the competitive type? Are success, status and prestige important to you regardless of whether it’s work or play? And are you ready to fight for it? Then we’ve got some disappointing news for you: some fights can’t be won. But you don’t always have to always win anyway… “Why do you ride an eMTB?” It’s a simple question, but one with an infinite number of answers. For many, eMTBs are simply about having fun, but for some, they represent the power to change lives. When we asked you, our readers, we were inspired and amazed by the unique stories you shared with us. The German brand BULLS have just launched their brand new Sonic range for 2020. The bikes are all fitted with the new Bosch Performance CX 2020 motor, though that is just one of their many highlights. We had the exclusive opportunity to test the BULLS Sonic EVO AM 6 Carbon and spoke with the Cologne-based brand about their new superweapon. The E-MOUNTAINBIKE City Escape Vienna is part of our City Escape series of international guides created in collaboration with Haibike. The aim is to inspire a new generation of riders to embark on a different sort of lifestyle – one with new perspectives and full of possibilities. The City Escapes throw back the curtain on exciting ways to experience cities across the globe, whether you’re a tourist or a long-time resident. This was the first time the three of us had ridden together. My father, my son and me. With more than seventy years separating the three generations, could eMTBs help bridge the gap? If you have already installed our free app, simply open it and download the latest issue right now. If not, first download the free app from the App Store (iPhone / iPad) or the Play Store (Android smartphones & tablets) and then download the latest issue in the app. All you’ve got to do then is sit back and enjoy (ideally with a cold beer or a delicious cup of coffee)! #qualitytime Der Beitrag Out Now! E-MOUNTAINBIKE Issue #018 – The Summer is now! erschien zuerst auf E-MOUNTAINBIKE Magazine.
Lapierre Ezesty AM Ltd By Alex Boyce There are those mountain bikers who wish to remain on the trail because they believe e-bikes are not bicycles or they don’t like the look of them, or they are heavy and are basically in some corners considered motor bikes. Well, they have not looked at or seen the new Lapierre eZesty AM LTD. It’s impossible to ride and not notice you might be on something totally different. Standing there and look for a moment, because you might not be sure it’s an e-bike. First, you can’t see the motor, then the rest of it looks like a normal bike, and the slightly thicker downtube might be the only indication that something motorized is hiding inside. THE BIKE With the carbon eZesty, Lapierre has focused on building one of the sleekest and lightest all-mountain/enduro e-bikes we’ve seen. The Fazua motor and battery are hidden in the down tube and can even be removed completely and the bike ridden without. That makes the eZesty a true dual-purpose bike. Our test bike with motor and pedals weighed in at 41l pounds (18.7 kilograms). Without the motor, it’s 34.5 pounds (15.5 kilograms). Whatever way you look at it, the bike is light. The 9–12-pound weight savings compared to the standard e-bikes on the market means greater speed and greater agility on the trail. No doubt thanks to LaPierre rider Nicholas Voullioz (one of the greatest downhill racers of all time), the eZesty is based on race-oriented geometry. “Nico” has put his most recent ideas on geometry into this bike and with 470mm of reach and 435mm chainstays on the large size we tested. These numbers are very similar to their non e-bike version. The 65.5-degree head angle is just right to give riders descending stability at speed and uphill some precise maneuverability without lifting on steep sections or getting hung up in corners. The suspension dynamics work well, and the bike is one of the most balanced e-bikes we’ve ridden. The riders felt stable and relaxed on descents and yet were able to react quickly to what the trail presents to them. THE PARTS The build for our top-of-the-range model is focused on performance and weight. With its mix of carbon wheels and components, along with Fox’s top-of-the-range air-sprung suspension components fitted, the eZesty looks great and is flawless in performance. Thanks to the SRAM Eagle 12-speed drivetrain, there was plenty of gear range to choose from with zero mis-shifts. The Guide RE Hydro brakes offered solid stopping, thanks to 200mm rotors. Lapierre have added their carbon-tubed dropper seatpost, which saves weight but maintains strength. It was flawless during our time on the bike. The eZesty has 2.5-inch Maxxis tires on wide 35mm rims, giving speed and grip on the trail, and the weight savings are significant with the carbon rims. THE MOTOR The Fazua power system is one of the most recent and physically smaller systems available to bike makers. Its credentials are based on light weight, smooth power and a form factor that allows frame designers to integrate it into their frame in one of the most low-profile ways yet seen. The system uses a 250-Wh battery that gives riders a power boost that would be similar to an Eco Trail mode on a traditional motor system. While the reality is that this means riders use their legs more, it’s worth noting that this is where the bike’s lighter weight really factors in. The effective range in our experience for a 200-pound rider is about 3000–4000 feet of altitude change, depending on the power mode used and other conditions. The control system is a low-profile design with only the battery’s LED lights visible and a color denoting the power mode selected. Switching the system on is done on the remote and on the power pack, which you have to do after every charge, which takes about two hours. The power delivery is soft and supportive. When it comes to tackling the climbs, the LaPierre doesn’t not push you up as much as it reduces the level fatigue you exert. With hard efforts you feel like you’re in an aerobic state, not anaerobic. After more extensive testing on the Fazua motor, we have to say it is one of the quietest systems on the market. It has a very slight whirring sound that is barely perceptible. The motor voltage regulator apparently varies slightly according to the battery charge, with a deliberate softening of the push the motor provides as the battery is near the end of its capacity. Hill starts with this motor do require you to actually use your legs, which requires a bit more technical finesse. The engagement and disengagement of the motor is very soft in all conditions, and the bike does not wheelspin or suddenly cut. WHO IT’S MADE FOR This bike is aimed at the all-mountain or enduro rider. The bike can be ridden with the motor connected or with the battery cover only. This means you effectively have either an e-bike or a non-assist mountain bike. Our preference is obviously as an e-bike, so we rode it that way in a variety of places, including around the mountains of Florence and on some hard-core trails in the Italian coastal city of Finale Ligure, which is host to the final stage of the Enduro World Series each year. “The Lapierre was a refreshing reality check. Lightweight e-bikes on descents are more fun. Heavyweight bikes are more like driving a truck through a wall. Once you step back into the world that the eZesty opens up, you question the advantages that large, heavy motors give you.” This bike is meant to bridge the gap between traditional enduro-style MTB riding and the world of e-bikes. It’s not that different from either, but the eZesty has a lot of charm and enough power that it does actually make you think about what type of riding you prefer. If you want to ride a sofa up the hill, then this is not the bike for you. If you want to have some of the lightning-fast sporty mountain bike feel but don’t want to die on the way up the hill, then this bike will be ideal. THE RIDE Cruising around and picking your lines on the transfer trails and on climbs is much like a normal bike, except with this type of power system you can maintain the duration of your climbs for a lot longer. We wouldn’t say that it gives you a significantly higher average speed like a more traditional e-bike motor, but you end up riding closer to a non-assist bike speed. The result is an experience that puts the riding much more in the hands of the rider, as there is no power boost to get you out of trouble when you make an error. Technical trails are therefore about skill and much closer to the normal bike climbing style. We noticed way less wheelspin and traction loss with this system, plus we found a cadence of about 70 rpm to be ideal in power delivery and torque. On flat trails it’s much easier to ride along past the 15.5-mph limit than a normal motor. Resistance is incredibly low, combined with the lower system weight, and the speed restriction is imperceptible. The bike will go as fast as your legs allow. Cornering and short sharp climbs are therefore actually a bit more fluid, as you don’t have a heavy weight penalty that takes more effort to change direction. Owing to its weight, going downhill is where the eZesty seems to show its real advantage. “Stable” and “agile” were the two words most often used in describing the Lapierre’s descending prowess. When popping off a jump, the rear wheel follows the rider and is more sensitive to rider inputs, and it does not drop away beneath you. Brake hard into a corner and the bike does not throw you forward with a big change in weight distribution; it’s easier to keep the bike balanced. The suspension feels more reactive and more sensitive to our suspension setups, which is all a consequence of the lower weight. When we tried to pick the bike up and hop over trail obstacles, the bike responded smoothly. According to Lapierre, Vouilloz spent a lot of time tuning the ride for more aggressive situations. In very rocky conditions we found ourselves bouncing around less than a normal enduro ride. The ride was probably one of the smoothest rides we have had on any e-bike when descending. The bike sticks to the trail really well, and once set up correctly, the suspension is supple and reactive, which is really a pleasure to ride close to the limit. THE VERDICT Lapierre have really come up with an outstanding product. The Fazua motor system has created a situation where once you have adapted to the different assisted ride style, you want to ride it more, as downhills are more enjoyable. The Lapierre was a refreshing reality check. Lightweight e-bikes on descents are more fun. Heavyweight bikes are more like driving a truck through a wall. Once you step back into the world that the eZesty opens up, you question the advantages that large, heavy motors give you. It’s not that it’s better, but it’s different enough to a more traditional system that opens up other descending possibilities. Our experience with speaking to Fazua’s service center when we were exploring the motor left us content. The maintenance software is exhaustive in what you can find out about your e-bike. Fazua will call you and log in to your bike if you want them to, to check out its health and see if there are any issues. The batteries on the eZesty are actually light enough that you could carry one in your backpack on long rides and essentially have a greater range than a normal e-bike on just one battery. Lapierre have taken a different approach to range, and the advantage is the fun factor. This bike is a bit like using the pinch function on the phone for the first time; it just makes sense. On the climbs the bike tames the pain but makes you still earn the summit. The bike is well-finished, and despite the price, it is worth the money. The technology and quality are exceptional, and it is a technical product that is the starting point for the next generation of e-bikes, which many have been waiting for. SPECS LAPIERRE EZESTY AM LTD Price: $8631 Motor: Fazua Evation 1.0 Drive Pack 250W Battery: Fazua Evation 250 Wh Charge Time: 3.5 hours Top Speed: 25 km/h (with assist) Range: Up to 35 miles Drive: SRAM Eagle, 12-speed, 11-50T Brakes: SRAM Guide RE Controls: Fazua Fork: Fox 36 Float 15×110 160mm Frame: Carbon Rear Shock: Fox Float Tires: Maxxis High Roller II Wide Trail 27.5×2.5 Weight: 34.5 lb. Color choices: Grey Sizes: 43cm/50cm www.lapierre-bikes.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 Bike Review: Lapierre eZesty AM LTD appeared first on Electric Bike Action.
Specialized has announced an all-new high-performance tubeless road tyre called the S-Works Turbo RapidAir, claimed to be faster than the tubular tyres usually favoured by pros. Launched on the second rest day of the 2019 Tour de France, where a select number of Deceuninck-Quick-Step riders have used the tyre, Specialized seems poised to consign tubulars to the dustbin of cycling history. The Tour tech of tomorrow — 3 predictions for the road bikes of the future Have we just spotted the new Schwalbe Pro One? Continental has FINALLY developed a tubeless road tyre — GP 5000 TL first look Specialized S-Works Turbo RapidAir key features and specs Claimed to be the all-round fastest, lightest and most puncture-resistant tyre Specialized has ever made 700×26mm and 700×28mm widths 120tpi casing with butyl-wrapped bead Specialized Gripton compound BlackBelt puncture protection layer 240g claimed weight (700×26mm) Better than tubulars in every way? Specialized’s press release on the new Turbo RapidAir quotes Wolf Vorm Walde, director of tyres and tubes, as saying: “Our goal was not to develop a tubeless tyre, but a tyre that is faster, more comfortable, better handling and self-sealing”. Citing lab testing which pitted the Turbo RapidAir against Specialized’s own S-Works Allround tubular, the brand claims the tubeless tyre offers more grip as well as lower rolling resistance. Specialized claims its new tubeless tyre is both faster and grippier than a comparable tubular. Specialized At a claimed 240g for a 700×26mm tyre, it’s reasonably if not exceptionally light. Of course you need to compare the whole system weight to make a meaningful comparison between tubulars, tubeless and standard clinchers; while a good tubeless tyre is typically lighter than a tubular, a tubeless-compatible rim is generally heavier than one designed for tubulars. Pros have traditionally favoured tubulars for their combination of low weight, ride quality and the fact that you can, if you must, ride on a flat tyre. Weight and ride quality are debatable these days depending on exactly what you’re comparing to, but, on that last point, Specialized counters with the following: “While pros love the run-flat capability of tubulars, we thought to ourselves, ‘Why not eliminate the flat in the first place?'” It’s a fair argument, and one we’re intrigued to see put to the test in the real world. As it happens, select riders of the Specialized-sponsored team, Deceuninck-Quick-Step, have apparently already ridden stages on tubeless this Tour. The S-Works Turbo RapidAir tubeless road tyre has been tested by the Specialized-sponsored Deceuninck-Quick-Step team. Specialized Given there’s no mention of the current race leader, Julian Alaphilippe, in Specialized’s press pack, we can’t imagine the Frenchman is among them, but we’ll doubtless hear all about it if one of the team takes a stage or suffers a spectacular tyre-based failure. Do you think tubeless has a real future in pro cycling? Let us know in the comments. Specialized S-Works Turbo RapidAir pricing and availability The new tyre will be available to buy this autumn, with pricing to be confirmed.
Back in Spring, Tioga reached out with an offer to test out a new tire of theirs with a very unconventional design. Dubbed the Edge 22, it has two rows of corner knobs, but what’s striking is its complete lack of a clear set of knobs running right down the middle. At first I have to admit, I was skeptical – it seemed like it would have the cornering handled, but might lack in braking power. That said, I’m always curious…After all, it’s been at least 15 years since a set of Tiogas have been on my bike. Details Front specific design with dual corner knob rows 120 TPI 27.5 X 2.5″ only, for now Synergy Dual Compound (61a/50a) Tubeless-Ready Folding Bead 930 grams claimed (906 grams on our scale) The Edge 22 might have some knobs that don’t look all that unfamiliar in shape, but compared to most tires on the market, the arrangement is radically different. Every other set of inboard corner knobs are wider (and ramped) at their rear edge to improve braking. As Tioga eases into this endeavor, the tire is only available in 27.5″, and features a somewhat light duty casing. 29″ diameter offerings and a thicker casing are set for the not so distant future, although it is front specific and we’ve received no word on whether a counterpart for the rear is in the works. The tire measured dead true to width at exactly 2.5″ on a 30mm inner diameter Santa Cruz Reserve rim. There is a fairly substantial sipe running the long way on the outboard corner knobs, which are all the same shape. That sipe separates the intermediate knobs from the cornering knobs. The two rows of corner knobs are offset with one another. Having the supporting intermediate knob (butted up on the inside of the outboard corner knobs) line up with the gap between the inboard knobs allows it to bite and serve as a transition from row to row. Confused? Let’s just see how it rode… On the trail Mounting was a snap with no fitment quirks, and tubeless setup was a breeze using a floor pump. The trails I ride in Aptos and Santa Cruz are mainly a mix of loose over dry hardpack with some duffy loam strewn about as well. Looking at Tioga’s recommendations, it’s about right for the terrain in town, provided it doesn’t get too wet, which it definitely doesn’t in the Summer. However, this year we were blessed with a freak storm in June, so it wasn’t all that dusty, and I did ride some the Edge 22 in tacky dirt, pictured below. Right out of the gate, this tire’s cornering prowess was slap-in-the-face obvious. It’s proof positive that Tioga reached their goal of a game changer in the corners. There are no weird transitions from one particular point in your lean to another, which is very comforting as it makes the process less cerebral. That said, when you unweight and then quickly dive and punch into a turn, it doesn’t float or push through. Lastly, in situations where I found myself pushing too hard and overcooking long drawn corners or in decreasing radius turns, the Edge 22 had very good manners and didn’t just abruptly let go…It would push and slide predictably, allowing time to dab a foot and get the bike back upright. The rolling resistance was surprisingly good. Without any knobs in the middle of the tire, it looked as if it might roll slowly, but that wasn’t the case. Since there aren’t any squirmy, tall knobs running down the middle, I guess that does make sense, although it didn’t seem self-evident and first. The ramped front edges all around help with this as well. I’d rate it as rolling substantially faster than my normal go-to, a Schwalbe Magic Mary – it’s closer, even slightly better than a Maxxis Minion. As far as the casing goes, I didn’t suffer any flats but I rarely do in Santa Cruz anyway. For usage on burly terrain, some may want to hold off until a heavier duty casing arrives, although typically it’s the rear tire that’s more susceptible to pinch flats anyway. Lastly, in terms of braking – the area I was most dubious about, the Edge 22 performed far better than expected. Braking power is either there or it’s not; there isn’t all that much to talk about. If there was an area braking could be slightly improved upon it would be in loose conditions, but alas that is where Tioga is up front about the tire’s general strengths and weaknesses. Overall Tioga has actually exceeded expectations here with a very well executed design. While options in size and casing duty are limited in scope at the moment, this is not a tire to scoff at. Personally, due to its superior cornering, I’d prefer it over a Maxxis Minion DHF any day – and I’d put the two in the very same category in terms of what they’re aimed at. Both are all arounders that shine in a broad range of conditions, provided it doesn’t get too loose or muddy. In that case, I’d deal with the slower rolling resistance and increased bite offered by a set of Magic Marys. There are plenty of great tires on the market today, but the Edge 22 serves as proof that there is still room on the market for innovation and unique layouts. With a front tire this good, it will be interesting to also see what their plans are for rear tires in the future. www.tiogausa.com
Cycling tech often trickles down from the top-end of the sport, which makes the Tour de France the general public’s best glimpse at the bike tech they may be riding tomorrow. Whether it’s a time-trial superbike or something as simple as a super aero zipless jersey, much innovation seen at Le Tour eventually makes its way down to the cycling proletariat. But what about the tech we haven’t seen yet? What crazy new innovations will we see in future editions of the race? Drawing inspiration from kit seen at this year’s Tour and looking to the fringes of cycling tech, I’ve gazed into the (ceramic) mystic ball of the cycling industry to give you my top three predictions for the Tour tech of tomorrow. 9 of the best Tour de France riders to follow on Strava Tour de France 2019 bikes, gear and tech Suspension on road bikes is the future Pinarello released a full-suspension version of the Dogma earlier this year Pinarello I can’t imagine how many times people have made this exact point, but you would never consider buying a motorbike or a car without suspension. Why is it then that road bicycles, which travel on the exact same terrain as these vehicles, remain unsprung? To be clear, when I talk about suspension on road bikes, I’m not suggesting that Marzocchi Super Monster T-like levels of bounce will be making its way onto your dainty-tyred go-fast pew-pew wagon. The Topstone is built around a shockless rear suspension system Cannondale To my mind, I imagine suspension on road bikes of the future taking the form of something similar to that seen on the Cannondale Topstone carbon gravel bike. Cannondale’s Topstone gravel bike gets shockless leaf-sprung rear suspension This recently announced bike uses a shockless rear-suspension system that relies on the whole rear triangle acting as a leaf spring to provide up to 30mm of rear-wheel travel. While less sophisticated than any modern mountain bike suspension layout, this setup is far lighter and less complex. By all accounts, it also still adds a genuinely useful degree of comfort and control in rough terrain. Why couldn’t a similar concept be ported to the road? Pinarello’s Dogma FS is another key example. This bike uses a coil spring and a hydraulic damping circuit in the fork that runs in conjunction with an electronically lockable elastomer in the rear to provide fully-automated suspension. Our own Oli Woodman rode the previous generation of this bike and found the whole package to be very impressive. Team Sky to ride full-suspension Pinarello Dogma at 2019 Paris-Roubaix Assuming it works and could be proven to be faster (not only in rough terrain), what’s stopping further development of suspension for road bikes? Weight is, of course, the spanner in the works here. It’s inevitable that adding suspension to a road bike is going to make it heavier. However, given we’re still adding lead weights to some bikes to ensure they’re above the 6.8kg UCI limit and that pros are also happy to ride bikes above this limit in the name of aero performance, is it that far-fetched to think that an ultralight suspension system could be seen on the bike of tomorrow? Throwing the shackles of current thinking out of the window, why not imagine a future where we all ride road bikes that have a ridiculously light magnetorheological-damped suspension system that is powered by a dynamo in your jockey wheels, with the whole thing somehow utilising blockchain technology (because everything in the future is set to be built on blockchain technology). Jesting aside, this is one I’m almost willing to put money on. Watch this space. Everyone will be on tubeless and there is nothing you can do about it Tubeless tech is slowly but surely being adopted by the peloton. Ben Delaney / Immediate Media Tubeless tyres have made a surprise appearance during this year’s edition of the Tour de France — and not just during a time trial. As reported by CyclingTips, tubeless tech has made the jump onto traditional road stages at the 2019 Tour, with the entire UAE-Emirates team running 25mm Vittoria Corsa tubeless tyres during stage one. Why switch to tubeless in the first place when tubulars have worked for so long? It all comes down to speed. Tubeless tyres have been proven to have measurably lower rolling resistance than tubulars (Bicycle Rolling Resistance has extensive comparative reviews between all different types of tyres and is well worth looking into). Best road bike tyres in 2019: everything you need to know This has been common knowledge for some time and tubeless tyres have been gaining ground against the clock in the time trialling world. Outside of time trialling, tubeless technology has also seen success under Alexander Kristoff at this year’s Gent-Wevelgem cobbled classic, though the Norwegian later punctured at Paris-Roubaix on a set of 25mm Vittoria Corsa Graphene 2.0 tubeless tyres. Sagan’s bike was set up with tubeless Specialized Turbo tyres in a 26mm width in the run up to the Down Under Classic, though opted for tubulars on the day. Jack Luke / Immediate Media Peter Sagan also teased us with the suggestion he’d run tubeless tyres (on an aluminium bike no less!) on the opening stage of this year’s Tour Down Under, though he eventually wussed out and went for tubulars on the day. Peter Sagan to race alloy frame and tubeless tyres The impending announcement of an industry-wide standard for road tubeless tyres may also help usher in their arrival. Oddly, of all of the things in the list, this is the one I am most skeptical about. Tubular tyres still offer significant safety advantages in the event of a puncture because they are less likely to completely blow out and can still (just about) be ridden even if a tyre punctures. Nonetheless, speed trumps almost everything else in the pursuit of a Grand Tour win, so if tubeless tyres offer a significant advantage over tubulars, it’s entirely possible their use will become more widespread. Besides, it’s not as if the peloton cares about safety anyway; half of them are still using dang rim brakes (I’M KIDDING). Road discs are great, but do you actually need them? Aero really, really is everything The Notio Konect measures wind speed, air density, rider speed and other things, then works with a Garmin Connect IQ app to display aero information on a newer Garmin Edge computer. Oli Woodman / Immediate Media Power meters are now ubiquitous in pro racing and, as it currently stands, I honestly can’t imagine that someone would be able to win a Grand Tour without one — being able to maintain and monitor efforts within specific zones is vital to ensuring a rider is performing at their very best. Likewise, wind tunnel time is pretty much mandatory for anyone who takes their racing (particularly time trialling) seriously. How to ride faster without pedalling harder With this in mind, I can foresee devices that can measure and estimate live aero data becoming the norm at the top-end of the sport. This isn’t as far fetched as it may sound. The PowerPod from Velocomp, which measures wind speed to estimate power data, has been around for a very long time. Taking this idea further, the Konect by Notio uses a pitot tube, similar to that used on the front of a plane, to actually estimate live CdA (coefficient of aerodynamic drag). A wind tunnel on your handlebars: how real-time aero measurement could be the next big thing Notio Konect provides all your aero data without a wind tunnel With such a device at their disposal, riders would be able to adjust their position in reaction to real-time data, potentially offering a significant performance advantage mid-race. With a device like the Notio Konect, riders would be able to say whether or not their position was aero with confidence. Zac Williams/SWpix.com Such a device also opens up the possibility of a world where a directeur sportif can chide slouching riders with data-driven confidence from the side of the team car — pantomime meets the peloton! One can dream. I should add that when discussing the entries for this list, some on the BikeRadar team reckoned there was a high chance that the UCI would move to outlaw any device like this being used in competition. Given the body has recently moved to ban socks above a certain length, this doesn’t sound that unreasonable. Don’t get your chamois in a twist Look, this guy doesn’t like tubeless tyres or drag sensors either — you’re not alone. Matthew Allen / Immediate Media As an aside, even if you hate the idea of any of these ideas becoming a reality, remember that in 2019 it is still perfectly possible to build a thoroughly retro-grouchy classic steel road bike with rim brakes. I know this because I have just built one. As my esteemed colleague, Matthew Allen, once said: “a manufacturer bringing new products to market doesn’t somehow invalidate the ones you already own” — faster, lighter or more aero doesn’t necessarily mean better for you. Trust me, just because it exists, doesn’t mean ‘the man’ is going to make you ride a full squish road bike with more sensors than a jet fighter and — horror of horrors — tubeless tyres. What do you think? Am I a tech-obsessed industry-insider that can’t see that all of this progress is eroding the purity of cycling, or should we embrace the future our Di2 overlords have in store for us? As always, leave your thoughts in the comments.
To conquer an event such as L’Etape du Tour, as Team Alpecin set its sights on, you need to ride your bike a lot. As long as you do regular rides that get within touching distance, or ideally surpass, the Etape’s 135km length and 4,500m elevation, and at the same time reduce your weight and boost your watts per kilo ratio, you’ll be absolutely fine. Meet the Team Alpecin riders training to take on L’Etape du Tour 2019 Team Alpecin part 2 | conquer road descents Team Alpecin part 3 | Taking on the Fred Whitton Challenge There’s no question that when you get to a certain point in your cycling experience, adding a bit of structure to your training will help increase fitness when gains become increasingly hard to make. “Put simply, not everyone needs structured training,” says Florian Geyer, a coach at Radlabor in Germany who’s been taking care of the trio’s training since their initial fitness tests back in March. “When you are completely untrained and new to cycling, then you don’t need any structure to improve. Just riding your bike more often will increase your ability. However, there comes a time when your body reaches a threshold for adaptation. Structure helps you adapt to the demands of your event. “There are two options to move the threshold upwards. Either you increase the intensity of your training, the duration, or you do both. Therefore, up to a certain level, it is sufficient to simply continue riding more often. However, it is impossible to continue increasing training duration indefinitely. This is where intensity comes into play and you need to stick to a structure in order to prevent over- or under-training.” Numerous things can get in the way of a structured training plan: a lack of time, illness and injury, family life – even where you live Structure not only helps you monitor your training volume and load, but helps you adapt to the demands of your event. For example, if you’re racing, only training to improve your functional threshold power (FTP – the power you can sustain for an hour) won’t help you cope with the constant bursts of power required in a road race. Numerous things can get in the way of a structured training plan: a lack of time, illness and injury, family life – even where you live. Team Alpecin’s Nick Mayer has been frustrated by a few of these issues. “I work for London Ambulance Service and it has been challenging to fit training in around work. Twelve-hour shifts mean that I need to get up early before work to try and squeeze in the training session for that day. There have been a fair few 5am starts! “Living in London means it is hard to conduct training sessions out on the road. I have struggled with a lot of the tempo training sessions that require me to build up a bit of speed/power to get my heart up. Some days the traffic, pedestrians or traffic lights just don’t allow me to do it.” Team Alpecin: Nick Mayer, Marie-Louise Kertzman and Michael Rammell. © Henning Angerer What do you do when you don’t meet the targets? “It’s very important to get right to the heart of the issue, because if you don’t understand the reasons for missing a target, then it is impossible to define a new one,” says coach Florian Geyer. “It’s a good idea to set milestones along the way to reaching a defined goal or target. That way, it becomes clear early on whether you are on the right track and can still take mitigating action without the whole season going to pot.” For Michael Rammell, it’s been a psychological as much as physical battle. “I’m finding the variation in efforts and power zones to be a challenge. It’s as much a mental challenge as it is physical. Some mornings I wake up and just want to go for a ride, but the agenda calls for a disciplined session of 6 x 30-second sprints. I have to consider what time of day to get out and train, and which roads will be best suited to the schedule for that given day.” Marie-Louise Kertzman’s triathlon background, a sport more conducive to following a structured training plan,has come in useful. “My target in terms of training was to improve my FTP, and to extend my endurance. I have surprised even myself with how much difference a few short months of coaching have made. It requires discipline, especially with polarised training, where the easy should really be easy, and the hard should really hurt. “Training to a plan is never without its challenges and having a remote coach means that sometimes there are communication issues. The coach may expect you to do one thing, whilst ‘real’ life has another idea entirely!”
The rating used for riding characteristics refers to the bikes in the group test and the current state of development of eMTBs. The best bikes managed to blend supposedly opposite riding characteristics and feel lively and stable at the same time. The handling describes the balance of the bike on downhill sections. The information regarding motor-power refers to the ride-feeling in the overall context of the bike and not exclusively to the motor – that’s why the same motor can present different values. Rider type Touring rider “The refuge is the destination, not the trails” – rides mainly on gravel paths and flowy singletrack, comfort plays a crucial role Trail rider The focus is on riding fun. Riding skills: from beginner to experienced — the range extends from flowy singletracks to demanding technical trails. Extrem eMTBer A rider with a very good bike control — rides on demanding and challenging technical trails, uphill as well as downhill Der Beitrag The E-MOUNTAINBIKE rating system erschien zuerst auf E-MOUNTAINBIKE Magazine.