Looking Forward To The Sea Otter Classic 2020? Get More Information on The 2020 Sea Otter Classic Here: www.seaotterclassic.com The Sea Otter Classic is the annual event that, for cyclists at least, kicks off the official beginning of the spring season. Started in 1991 at Laguna Seca Raceway in Monterey, California, the event was originally a small mountain bike-specific race called the Laguna Seca Challenge. Over the years it continued to grow in size and significance, and now, nearly three decades later, it is a massive event, drawing some 74,000 people over the four days, as well as 9600 athletes. The inner expo area features most known bike brands and products. This year the number of companies represented was up a whopping 34 percent over last year, credited partly to the demise of Interbike, the big American bicycle show and convention. WHAT’S TRENDING We saw several e-bike trends this year. On the mountain biking side, there were many companies following Fantic’s lead and experimenting with bikes that use a 29-inch front wheel and a 27.5-inch-plus rear wheel. That offers a better angle of attack by the front wheel to surmount obstacles and better grip by the rear wheel. We’ve ridden a few, and so far we have liked the ride. Another notable addition to the U.S. market is Germany’s Fazua motor. As of this writing, 35 bike companies in Europe run Fazua motors in their e-bikes. The Fazua system integrates the motor and battery in one unit that clicks into the downtube. The whole thing weighs about 8 pounds or less than half that of a traditional motor and battery. In the U.S., the German powerplants are still in need of certification, but the better part of a dozen companies, including Fantic, Bulls, Cube, Look and others are jumping on the bandwagon with some of their models, on everything from commuters to road bikes to gravel bikes. SOMETHING FOR EVERYONE Spectators can watch some of the top athletes from around the world compete in all the disciplines of road racing and mountain biking—from criterium to circuit to downhill, dual slalom, cross-country and more. There are so many events packed into the four days that it’s a veritable three-ring circus going on all the time. There are demo bikes from most manufacturers, tracks for kids (even down to balance bike level), a pump track for older kids and adults, an e-bike demo track, a trials show featuring Danny MacAskill and lots of racing. Friday evening is always set aside for the e-bike race, which was knocked up a notch this year as USA Cycling sanctioned the event, meaning points—and cash—were awarded. There are so many things to see—from new products to free stuff to cycling in every discipline. Four days isn’t enough to take it all in! We were introduced to several new bikes and shown more bikes we had seen but weren’t out yet, so we’re sharing them here. Riders could demo e-bikes on the e-bike-specific track, which featured a really steep hill and some fast turns. Now, boasting close to 600 exhibitors, the Sea Otter has become America’s de-facto bike show and festival. More entertainment for everyone. Danny MacAskill and friends put on several shows daily. They have incredible riding skills with great showmanship. The youngest kids’ area even allowed balance bikes. Bulls’ new Grinder EVO Light is based on their Grinder series of bikes and features their mid-level components, Monkey Link connectors that are pre-wired for lights, and will come out for the 2020 model year. www.bullsebikes.com Ghost is a German brand under the Accell umbrella and is sold exclusively in REI stores, and in MEC in Canada. This Hybride SLAMR is aimed at all-mountain riders and goes for $5999. It features 140mm of travel with a coil-over shock. Power provided by a Shimano STePS E8000 motor and 504-watt-hour battery run through SRAM NX Eagle components. A lower-spec version featuring Shimano XT components will retail for a grand less. www.ghost-bikes.com/en/ Haibike’s Xduro Nduro 6.0 features 180mm of travel, front and rear, via Fox Float Performance 36 up front and a Float X2 rear shock, DT Swiss FR1950 wheels and Maxxis Minion tires. There’s also a Bosch CX motor driving it. Price is $6699. www.haibikeusa.com Intense Cycles had a fleet of their bright yellow Tazer e-MTB ready to ride—the Tazer as a 29er front wheel and a 27.5-plus wheel on the back. Aimed at enduro riders, it has 160mm of front travel coming from a Fox Factory 36 shock, and 140mm in the rear provided by a Trunion-mounted Fox DPX2. The battery is a stock Shimano battery designed for external use, mounted inside the oversized downtube to make battery swaps easy and keep it protected. https://intensecycles.com “There are so many things to see—from new products to free stuff to cycling in every discipline. Four days isn’t enough to take it all in!” Haro was out in full force with their newest flagship I/O 9 that features a coil shock, a STePS E8000 motor, a 29er front wheel and 27.5-inch rear wheel with a plus tire on the rear. https://harobikes.com You can see the adjustability of the coil-over shock, as well as the power button and charge port on top of the motor. You can see the adjustability of the coil-over shock, as well as the power button and charge port on top of the motor. Donnelly showed off their new eG/C gravel e-bike, which is powered by an almost imperceptible Fazua motor system. They’re aiming at the commuter who likes to get to work in the dirt at least part of the time. www.donnellycycling.com Jim Decker from Soul Beach Cruisers was here with his new ultra-beefy Sonic Super Soul, with a CNC billet triple clamp fork, fat tires for sand, and a powerful Bafang BBSHD 03 mid-drive. https://soulbeachcruisers.com HPC’s new Factory Team Edition features a Bafang mid-drive to meet exact Class 1 standards, and they’re making it unmodifiable. The bike’s handling is great, and it’s lighter than most full-suspension bikes on the market. http://hi-powercycles.com YT had their new Decoy e-MTB on display. We reviewed it in the last issue. https://us.yt-industries.com The direct-to-consumer Fezzari brand now has an e-bike to call their own. They didn’t like any of the current e-MTBs, so they designed theirs from the ground up. The top of the line offers a SRAM NX Eagle drivetrain and is priced at $5599. www.fezzari.com Wildsyde was here with their fat-tired cruisers. The battery is in the tank, and this uses a 500-watt Bafang rear hub motor that was plenty powerful from our test ride. They offer customer-designed tank decals that can be purchased to truly customize the look of the bike. www.wildsyde.com This is a prototype of Forestal’s new 2020 bike. They are making their own motor, and final geometry hasn’t been set, hence the camo to cover its shape. https://forestal.com The Fazua booth had on display several of the North American-sold brands that are using their motor. In Europe, there are already 35 brands using their motors. https://fazua.com/en/ This is a cutaway view of the Fazua interface, where the power transfers from the motor to the bottom bracket. It completely gets disengaged when it cuts off, so there’s virtually no drag from the motor while pedaling. This is a cutaway view of the Fazua Evation motor inside the case. You can see how tightly packed the components are and the Rosenberger plug on the inside where the battery connects. Details on the XF Carbon include red anodizing on the brakes, discs, spoke nipples and rear suspension linkage. Fantic’s new flagship e-MTB, the XF Carbon, has a full carbon frame, RockShox Lyric fork, 630-watt-hour battery with a Brose motor, Alchemist carbon-molded wheels and Hope V4 piston brakes. http://fantic-bikes.com/us/ BMC had their AMP line of e-bikes, including their new commuter line, powered by a Shimano STEPS E6100 motor and the Trail Fox e-MTB, which is powered by a Shimano STEPS E8000 motor. https://us-en.bmc-switzerland.com/ BETWEEN THE TAPE More bikes, more riders, more cash For the past four years the Sea Otter Classic has held an e-bike race, which has grown in numbers and popularity each year. This year USA Cycling came on board as the official sanctioning body of the race, which dovetails nicely with the upcoming UCI-sanctioned World Championship e-MTB race to be held this August in conjunction with the 2019 UCI Mountain Bike World Championships at Mont-Saint-Anne in Québec, Canada. Drew Engelmann inspects one of the bikes beforehand. One of the best things about the e-bike race is the industry support that provides participants the chance to race a demo bike. Pre- and post-race bike inspections were handled by officials from the four allowed motor brands; Bosch, Yamaha, Shimano and Brose. This is the first time for this, and we think a great step to ensure fairness. At one point all classes were on the course simultaneously, which made for some crowded space. “With the growing popularity of e-bikes and the UCI including the discipline in the World Championships, we are working with events, industry partners and athletes to assist with providing guidelines for e-bike events in the U.S.,” said Chuck Hodge, USA Cycling’s Chief of Racing and Events. Chuck was on hand to observe and learn as the industry strives to ensure a fair playing field. Fans and critics alike gathered along the hardest climb of the course. Probably the biggest news for the weekend was the $3000 pro purse that was split evenly between the men’s and women’s pro fields. Former motorcycle enduro champion Charlie Mullins won the Men’s Pro class, and Caroline Mani won the Women’s Pro class. The race gets more refined every year. We expect it to grow, especially since it’s now a sanctioned event, and there’s a chance to win a nice paycheck. THE REAL DEAL Women’s pro winner Caroline Mani brings the resume Caroline Mani and her Haibike AllMTN 6.0 won the Women’s Pro class. EBA: Of all the riders competing, you undoubtedly have the most racing experience. Caroline Mani: Yes, I have been racing for a while in mountain bike, road and cyclocross. I am the five-time French national cyclocross champion, and in 2016 I was a silver medalist at the Cyclocross World Championships. I have also medaled at some mountain bike World Cup events EBA: When was your first electric bike race? CM: I have been coming to the Sea Otter to race since 2011, and since I love to race, I entered the first e-bike race here three years ago and have won each year. EBA: You’re from France but now live in Colorado. How did that transition come about? CM: While I was racing I also went to business school, and I passed all my classes except for the English language class, so I moved to America and interned at Crankbrothers and SRAM. EBA: Tell us about your bike. CM: I’m riding the Haibike Xduro AllMtn 6.0 this year, which has a Bosch motor. It is a Class 1 e-bike, so after 20 mph the power assist quits and you’re on your own. I also have a 2018 Haibike XDURO AllMtn 8.0 that has a Yamaha motor. The bike I raced is completely stock. But if I’m able to race the UCI e-Bike World Championships this year, I will make some modifications with lighter pedals, crank and tires. EBA: What is the best piece of advice you’d give a rider new to riding e-bikes? CM: If you want to race, you need to practice. An e-bike is much different than a regular mountain bike. You have to learn how to utilize the assistance of the e-motor. The weight is greater, so you can’t jump-pull up the front wheel. For example, if you want to bunny-hop onto the sidewalk, you have to use different timing and skills. And while you have assistance, you still have to be fit to perform. EBA: How would you describe this year’s Sea Otter course? CM: It was not super technical and it was super fast, so you hit the Class 1 e-bike’s 20-mph capacity quickly. EBA: Where do you see the future of e-bike racing? CM: I see both sides as a racer and as a bike shop employee. The growth of the e-bike market is pretty impressive. If we can put more people on bicycles by using e-bikes, then I think that’s great. Is it better to be on the couch doing nothing or buy an e-bike? For some people, the fitness needed for a regular mountain bike is too much or for older people whose health requires assistance to exercise. EBA: How much training do you do? CM: Never enough, right? When I was racing full-time, it was of course easy to get in all the miles, but now that I have to pay the bills and work full-time, it’s much harder. Luckily the bike shop is cool with me taking time off to travel to the races, but when I’m here, it comes down to fitting in what I can. In addition to on the bike training, I try to run 10–16 miles a week, and I also commute to work. I have backpack on and look like a tourist, but you have to do it. A THROTTLE TWISTER JUMPS IN Charlie Mullins brings his winning ways to the e-bike circuit Charlie Mullins won the Men’s Pro class among a very large field. EBA: What do you do for a living? Charlie Mullins: I actually have my hand in a lot of things. We have a family-owned bicycle shop, and we’re heavily involved in the motorcycle industry with MotoTees that produces event merchandise for the AMA Outdoor National Series and the Grand National Cross-Country Series. I race bikes on the side, and I also work as the trainer for the Factory KTM off-road guys and Aldon Baker on the dirt bike side of things. EBA: What is your competitive background? CM: I rode for the Factory KTM off-road team as a professional dirt bike racer for 10 years, and then had a career-ending injury in 2014. I broke both my wrists and spent a couple of years trying to get back to race form on the dirt bike, but my wrists were just too bad, so I had to retire from dirt bike racing. I was always into cycling and mountain biking for my cross-training, and it was just a good transition. I love racing mountain bikes. EBA: What is your best traditional cycling achievement? CM: I won Category 1 cross-country at the USA Cycling Mountain Bike National Championships in 2017 at Snowshoe, West Virginia. EBA: When was your first electric bike race? CM: I did a few AMA GNCC races that included some e-bike races at their motorcycle events last year. For this year, since I already go to all the GNCC races and Specialized has now signed on as a presenting series sponsor, it all kind of came together. The first race this year was in March in Georgia, and two weeks before Sea Otter, there was a race in North Carolina. I ended up winning both, so I already had a few races under my belt before Sea Otter. I feel like e-bike racing is natural for me. It’s still a bicycle, but I think there’s a bit of technique needed—being in the right gear and being set up properly. I enjoy the e-bike, which goes a bit faster than a non-assist mountain bike, especially at a GNCC. EBA: How many times a week do you ride your e-bike versus a traditional bike? CM: Honestly, I don’t really ride a mountain bike or my Specialized Levo. I do all my training on the road or a few reasons: I’ve worked with a cycling coach for a few years, and as busy and hectic as my work and family schedule can be, it’s just convenient. I spend roughly 10–12 hours per week on the bike. As far as bike skill, I don’t really worry about given my dirt bike background. I don’t lack any technical or downhill ability, so I just focus on getting good and productive workouts. EBA: How would you describe the Sea Otter e-bike event? CM: Sea Otter was a lot different than a GNCC. We rode on the paved circuit, so there were a lot of flat sections. A GNCC isn’t even like a regular XC MTB race; it’s more of a rugged off-road—roots, rocks and pretty gnarly terrain. The speeds at a GNCC are a little slower, so you can utilize the power of the e-bike more. For me at Sea Otter, I wasn’t really focusing on cadence or even heart rate. It was such a short race, it was kind of an all-out sprint. I was trying to push as hard as I could, especially up the hills trying to get the bike up to 20 mph wherever I could. I had a lot of fun with it. EBA: What is the best piece of advice you’d give a rider new to electric bike riding? CM: It’s all about finding balance between your power and the bike’s power. A Class 1 e-bike’s motor shuts off at 20 mph, so it’s almost better to hover at that 20-mph mark instead of trying to push past it. EBA: What race organizing body do you feel should be overseeing electric bicycle racing, the UCI/USA Cycling or FIM/AMA? CM: I think it’s pretty cool that the AMA and GNCC were the first to recognize e-bikes with a national championship. I don’t know all the legalities, but I think there is the potential to have a USA Cycling National Championship, and it’s cool to see them getting on board. For me, this year’s big goal is to win the UCI World Championship e-bike event at Mont-Sainte-Anne. EBA: Do you think e-bikes are better suited to compete on the same courses as regular XC mountain bikes or courses intended for off-road motorcycles? CM: I think more technical terrain that has a lot of rocks and roots, like a traditional dirt bike trail, is more fun on an e-bike. Even more fun than the Sea Otter MTB XC course, which I also raced on my regular mountain bike on Sunday. But, I’ve always found California to not be that technical. Being from the East Coast, I like big boulder rocks and slippery roots—and I think that’s really where the e-bike can shine with its beefier suspension and tires. You can really charge and go fast, almost like a dirt bike pace. EBA: Where do you see the future of e-bike racing? CM: The hardcore [traditional] cyclists seem to have issues with e-bikes. I’m not really sure why. I think they’re fun. And, I feel like I actually work harder riding the e-bike than I do my regular bike. But for the long-term, I’d like to see it recognized as a bigger thing around the world. At Sea Otter this year, the e-bike vibe seemed really positive, and there were a lot of pros and amateurs racing. 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 Looking Forward To The Sea Otter Classic 2020? appeared first on Electric Bike Action.
September 15, 2019 (Big Bear, CA) – Held at Snow Summit Resort in Big Bear Lake, Calif. for the first time, 700 athletes and 4,000 people from around the world gathered for the Fox US Open of Mountain Biking this weekend. Spectators enjoyed the full slate of events from the Dual Slalom, GT Bicycles Enduro race, Read More The post Fox US Open of Mountain Biking in Photos appeared first on BIKE Magazine.
Check back all weekend to see more of the racing from Snow Summit Bike Park in Big Bear, California.
Austin "Bubba" Warren and Jill Kintner have won slalom finals at Snow Summit The post U.S. Open of MTB—Dual Slalom Winners appeared first on Mountain Bike Action Magazine.
Follow Mitch Ropelato as he sweeps through the biggest slalom races of the year in true dumpster fire fashion. Mitch takes on Sea Otter, National Champs, and Crankworx Whistler.
Follow Mitch Ropelato through the best dual slalom races of 2019.( Comments: 2 )
Racers love it, but is dual slalom exciting enough for spectators and the internet?( Photos: 3 )
A couple of years ago, I rode the 3rd generation Ibis Ripley LS on some of Santa Barbara’s more rugged trails. At the time, this model was dubbed the “LS” – for Long & Slack, but it really didn’t embody either of those attributes. And so, I wasn’t exactly floored by it…You could even say that in the review, I was a bit unkind. Well, now there is a completely new 4th generation Ripley, and although ironically it doesn’t bear the “LS” badge, it most certainly is L and S – long and slack that is. In addition to taking on the same silhouette as the RipMo, it also adopts the latest geometry trends – long reach and a slack head angle combined with a short offset fork and a short-ish stem. Its rear end has been shortened up quite a bit, bringing the chainstays down from 444mm to a more nible 432mm. If it isn’t self evident already, I liked this bike much more than its predecessor. Read on as we dive in… Details 29 “wheel size Carbon fiber frame – 5.0 lbs 130mm front / 120mm rear travel DW-Link suspension Short offset fork optimized Boost front and rear hub spacing 2.6 “tire clearance Four sizes: S / M / L / XL Metric shock sizing 7 year warranty $ 9.199 USD 25.5 lbs w / o pedals (Large, our scale) Clockwise, from top left to right: The new Ripley has internal cable/hose routing with very clean entry and exit points. The lower DW-link sees a very small degree of rotation, so it rolls on bushings – which saves some weight. At the bottom of the downtube there is a nice bolt-on plastic bash guard. The upper linkage sees a higher degree of rotation, and thus utilizes more suitable sealed cartridge bearings. Up front is a 130mm travel Fox Factory 34 Fit-4. It sports open/trail/lock modes and adjustable low speed compression and rebound. The truly excellent BikeYoke Revive post is spec’d in a 185mm travel length on our size large. It’s hands down one of the best post I’ve ever used. Lastly, this Ripley is adorned with the widely liked WTB Silverado saddle. This was my first time riding the new Shimano XTR 12-speed group. It features a massive 10-51T rear cassette and is driven by Race Face Next-R carbon fiber cranks, which are freakishly light and also proved to be quite stiff. Ibis has a whole new wheel lineup this year and unsurprisingly, their flagship carbon fiber offering is spec’d here. The 29mm internal/35mm external width shallow shaped carbon fiber rims are laced to Industry Nine Hydra hubs with blazing fast engagement. The Thomson stem shown is not stock – Ibis supplies their in-house 50mm stem and their carbon fiber handlebar which takes screw in extenders to bring it from 750mm to a full 800mm width, which is how we tested the bike. Single clamp Lizard Skins grips round it out. Single piston XTR brakes and 180mm centerlock rotors slow the bike down. Geometry On the trail At 25.5 pounds, the first thing I noticed was the Ripley’s weight – that is freakishly light for a modern trail bike. Some of that comes from the rather light duty set of tires – a Schwalbe Hans Dampf up front paired with a Nobby Nic rear. Personally, I’d likely put the Hans Dampf out back and slap a Magic Mary on up front since this bike begs to be ridden aggressively. Anyhow – starting with the climbs, like most DW-link bikes, the kinematics keep the pedaling very efficient with little precious energy lost through the suspension. The lockouts are nice for long grinds, but not really something you’ll find yourself needing that often. As for body positioning, like most bikes with the latest previously mentioned trend in geometry, the fairly vertical 76º seat angle makes it very easy to sit comfortably upright and get your weight over the front wheel on the steep sections. Overall – a very sprightly climber regardless of terrain. Getting into the meat of things and pointing it down hill, this is a completely different animal than the Ripley V3 – to be quite frank, it was wholly impressive in general, past comparisons aside. I’ll just say it – this is the best bike that I’ve ridden in the short travel 29″ category, so far anyway. That’s a big claim, but I’d rate it as a better bike than the Stumpjumper ST and the Evil Following MB – which is saying something, although I’m curious how it rates compared to the new Santa Cruz Tallboy. It’s unbelievably lively and far stiffer and snappier than I was expecting – truly a blast to ride. This is due not only to its flawless layup and nicely laid out geometry, but also to its well tuned suspension, which makes excellent use of what little it’s got. The feel is reminiscent of a rippy slalom bike – not a boring, washed up, old school trail bike like its predecessor. The Ripley is very comfortable both in the air as well as the snappiest of corners. I found no play in the bushings as well as remarkably smooth action – with the shock removed, the rear end moved up and down freely and no squeaking or play developed, so no complaints there. As far as parts choice go, there are a few different spec levels available in addition to the option of a frame only custom build, should you choose. Riding the flagship spec clearly will make one more apt to be enamored of a bike, but this review is mainly focused on the frame’s characteristics, which are worthy of a solid 10/10. As for the parts here are some of my findings…The new wheels are excellent – their low profile depth provided a nice feel in terms of absorbing chatter, while they added the lively resilience in the corners that you would expect from a good carbon fiber set. The I9 hubs they roll on were flawless, albeit a touch loud. The XTR drivetrain left me with zero complaints, providing great range and predictable shifting quality, particularly under power. That said, I’m still slightly partial SRAM Eagle’s more crisp feel, but to each their own. Given how capable the bike is, the XTR brakes in the single piston version are a bit under powered with 180mm rotors front and rear – a 200mm up front would be more appropriate, especially with big wheels. Some of this is because of the organic pads in the particular bike that I rode. Ibis informed me that the standard spec will include metallic pads which will boast some more bite. As expected, both suspension bits from Fox performed admirably, although I wonder if a reservoir out back would perform better on long descents and in the gnar, making the shock more in line with the bike’s high capability level. Lastly, every single part (especially the seatpost) checked out rather nicely in the cockpit, which is an area where many brand’s often miss the mark. Overall In summary, Ripley V4 shares very little with Ripley V3 and that’s a good thing. Ibis is very much on the pulse with this bike, but they haven’t taken things in a direction that’s so aggressive that it would alienate their customer base. It’s perfect trail bike with a broad appeal – I’d own one as a personal bike in a heartbeat. Begging to be pushed past its limits, the Ripley is very much worthy of all of the tired cliches used to describe mountain bikes: playful, stiff, efficient, fun, lively, capable, etc. At the end of the day, there’s nothing to criticize about the frame itself and very little to pick apart regarding the specs. It’s worth having a look at their solid bang-for-the-buck offerings, rather than glossing over this because it’s a test of a flagship bike. As for this particular spec, there were a couple of small things I would change personally, but credit where it’s due – this bike was a straight up blast to ride and I honestly did not want to give it back. I can’t give it enough praise. www.ibiscycles.com