Review: Singular Peregrine Mk4 - Ride Impressions

 NOTE: Guitar Ted paid for the Peregrine Mk4 out of pocket. Singular Cycles is not paying for, nor has any knowledge of this review, (that is - until Sam reads this post!) All thoughts and opinions are Guitar Ted's.

 First of all, thank you for reading the build series for this bike. If you missed it, the previous three posts to this one should catch you up on things regarding this bicycle. Another thing to note here is the Schwalbe G-One Overland tires will be going on soon and these WTB tires are not the final look for this bicycle. Okay, with this out of the way, I wanted to give you all my first ride impressions from the two test rides I have put in on this bicycle so far.

The first ride was a neighborhood test ride to make sure everything was put together correctly and functioning as it should. I did run into one issue with the bike on this ride which I wanted to speak to here. It has to do with the seat post binder bolt. 

Typically, the non-driveside part of the binder is keyed and the key mates into a slot in the frame so this part of the binder bolt cannot rotate. You adjust the binder from the driveside. However, the binder bolt which was shipped with the frame is not keyed, so I must use two 5mm wrenches to adjust the post height and secure it. No big deal. However; on my first ride the post was slipping, because I didn't get it tight enough, and I did not have two 5mm hex keys along with me. Just a bit annoying is all. 

 I did not glean enough from what the rest of the bicycle was doing on the first ride because I was so annoyed by the slipping seat post. (It was noted about halfway through the test loop) So, I really couldn't tell you much about this bike from this first ride.

The second ride went far better and I brought two hex keys with me on this particular ride. However; I had that post locked down and I ended up not needing the two hex keys, but isn't this the way things go?  

 This time I was able to concentrate on what this bicycle was doing differently than the Twin Six. It was apparent right away that the Peregrine felt springier, less harsh, and definitely a bit more forgiving without being flexy and unpredictable.

I hit some dried out tractor tread tracks. Kind of like a dirt version of rumble strips, and the bike floated over these with just a touch of feedback to my hands. The T-6 would have communicated this to me as a very buzzy, rough patch, but the stiff carbon fork on the T-6 is mostly to blame there. I needed  a Redshift Sports ShockStop stem on the T-6 to help with this issue. On the Peregrine Mk4? I don't find it to be necessary yet.

Overall the bicycle reminded me of an old mountain bike in that it was doing things in compressions and over chatter which I found familiar from my experiences with those old, steel frames and forks. The fact of having the bars behind the front axle makes this even more pronounced, I think. It was slightly better than those old bicycles though, and I think this is due to materials use and through axles. 

I did find I had to really weight the handle bar on the inside of a corner to keep the front tire biting, but during gravel riding, this should not be a big deal. Speaking of.....

This will be the next test. A longer gravel ride. Stay tuned.... 

Singular Peregrine Mk4 Build: Part Three

 The next and final steps of this build were taken on Sunday. I had to cut the steer tube down first which is something I don't get too freaked out about anymore. 

I knew I wanted 50mm of spacers under the stem and maybe 20mm above it, just to be able to go higher at some point if needed. 

That part went well and I was able to get the cables sorted around the fork in a manner which made the most sense. Then I locked the cables down under the metal cable guides and moved on to the front brake. 

Now, since I had to disconnect the hose at the lever to thread the cable through the Twin Six's ported fork, I was worried about having to bleed the brake. However, if you are careful, one can move the hose out of the lever and reconnect it again, (with a new barb and compression fitting), and get away with not bleeding the brake.

While I was building up the rest of the bike I had the hose vertical with the caliper at the bottom hanging by a clip out of the way. This kept mineral oil from coming out, but I also pushed a toothpick in the end of the hose just to make sure. 

 I have a Shimano bleed kit, just in case, but I did not know if I had the barb and compression fitting. Turns out I did have a brand new set of those components, so this was good and I did not have to order those. 

So, I pushed in the barb, put the compression nut and the brass compression fitting  on the hose. Then I inserted the hose into the lever, threaded in the compression nut, and tightened it down. Now......would it work?

 Well, it felt pretty good, so I went with it. But a test ride would have to determine if I was good to go with that. If so, it would be the third time I've gotten away with not bleeding a front Shimano brake after removing the hose and either shortening or rerouting the hose. 

 

Next up was to tune the derailleurs. The front cable routing through these newer Shimano front derailleurs is wonky. Once I had twiddled the cable through the plastic cap thingie I was going forward. Now I had to reset the stops since I cheated the eccentric out on the right just a hair to gain a little clearance for the fatter tires I want to use. GRX is already 2.5mm outboard from a road chain line. I think I'm at about 3mm now. 

One odd thing about the GRX front derailleur is that if you turn the grub screw for the high limit clockwise it pushes the cage outward. Those crazy Shimano guys! 

 The rear derailleur needed a tweak as well on the limit screw on the high side and low side. Weird, but every bike is slightly different. I also had to adjust cable tension a bit as well. Then the gears clicked off just as one would expect. 

I re-wrapped the left side of the lever since I had to unwrap it to get at the brake hose fitting. I may have to put on new tape, but this will do for now. Then after this I was on the home run stretch. I just had a few details to cover and the bike would be finished. And now........

 There ya go! The finished bicycle. I did a short neighborhood test ride and I did not die and things did not fail, so now I think the next step will be a gravel ride out in the country. Stay tuned for a ride report. Thanks for following along with this build. 

Singular Peregrine Mk4 Build: Part Two

As the build progressed beyond the eccentric bottom bracket issue, I was able to get the crank set installed and the bicycle started to look more finished. 

The Shimano bottom bracket felt smooth and spun nicely with the crank installed. Then I was able to set up the front derailleur at the proper height on the seat tube. Fortunately the Standard Rando and the Peregrine use the same seat tube outside diameter, so the shims which were already in place worked perfectly with the Peregrine. 

I started locking down the cables into their appropriate places. A couple of things of note here. First, I always work rear to front when re-cabling a mechanical drive train which uses full run housings. This allows you to have to use less guesswork on what to leave for length at the back, and when you get up to the shifters you can more easily figure out exact length for your housings with no fear of having to pull some rearward because you did not estimate your rear lengths correctly.

Secondly, the use of removable cable stops allows for the least amount of zip ties possible. I think I used four on the Peregrine's frame and two on the fork. The fewer zip ties the better, in my opinion. It would be neat if someone could make an easy to use metal cable retention system for the stays of a frame, on the order of removable stops like the Peregrine uses on the down tube. 

Arguably the centerpiece of the GRX Limited drive train. Just beautiful!

Did you note the release of the SRAM silver 1987 group? Well, Shimano beat them to the punch using silver anodization by a few years when they introduced GRX Limited. 

Silver ano was the only  choice for drive train bits for decades until the MTB bike revolutionized things with black anodization bits for drive trains. Black then took over everything, which I was dismayed by, if I am honest. So, this silver stuff is welcomed here, and you can see how it contrasts with the British Racing Green frame nicely.  

 The rear derailleur then went on and then the chain. I reused the chain as it was still in good shape and it is mated to the cassette to some degree as well.  Notable was the fact that I had to use a new quick link for the Shimano chain. As a mechanic, I like to test recommendations knowing full well what the outcome may be. I am willing to risk the consequences for my decisions. I thought I'd try to reuse the old quick link, but I never even had the chance to install it because the pin came out on one half of the link and fell to the ground just as I was about to reinstall it.

Maybe that's why you shouldn't reuse those, eh? 

I put both wheels in the frame, mocked up a stack-o-spacers on the steer tube, and fixed the handle bar in place to get a bead on fit. A few measurements, and then I sat on the Peregrine for the first time.

Nailed the saddle height, but this is to be expected. The reach? Hmm..... Different, but still well within my comfort zone. Interestingly the front wheel looks "way out there" compared to my other bicycles. This is probably due to the stubby stem and set back seat post I am using. (A Ritchey Classic, by the way) 

Comparing handle bar height, the Peregrine seems to be well within the range of some other of my bicycles. It is pretty much identical in this manner to my Noble GX5. 

As you can see, there is tons of tire clearance using the WTB Raddler 700 x 44mm tires which were on the T-6 as well before this. You may remember my image of the bare minimum clearance on the Standard Rando using this wheel/tire combination. 

Okay, with the fit looking good, and the mechanical bits coming into place, it is time to finish this build off. I needed to get to the cutting of the steer tube, running the cables to their final destinations, and installing and bleeding the front brake. 

Stay tuned....

Singular Peregrine Mk4 Build: Part One

Most of the parts from this bike are being used for the Peregrine build.

The first step in building up the Peregrine Mk4 was to get the Twin Six Standard Rando torn down. This was necessary because most of the parts from this bike were going to be used on the Peregrine.

Even the wheels are going over, and for now, the WTB tires are staying on there as well. The reason for this is to help me contrast and compare the ride of the Peregrine to the Standard Rando v2, which had these wheels on it. 

Again, I'll say the internally routed front brake cable is just dumb. You may say it is more "aero". I say, put a channel on the backside of the left fork leg, integrate clips to hold the hose in, and make everyone's lives a lot easier and aero. Internal routing for the average cyclist is just not necessary.  It is a step backward for most cyclists and mechanics as well.

Okay......rant over, now on with the build!

There were a couple of things I could not switch over. The head set, for one, was not compatible with the Peregrine, so I got the Chris King 1 1/8th silver head set as seen previously to accommodate this build. The other bit was the bottom bracket. 

The Twin Six uses a PF-30 shell, and I have a screw-together Enduro bottom bracket in there now. The Peregrine Mk4 uses a traditional English threaded 68mm bottom bracket. So I was going to need to find if I had one around to use, or if I needed to purchase one. 

I had thought I had a Chris King bottom bracket somewhere, but I could not find it. So, while searching for the Chris King I came across a brand new Shimano bottom bracket. These are okay, but their durability and longevity is not so great. I decided to use it up on the Peregrine and when it goes bad, I'll put something nicer in there. 

While I could have used the seat post and saddle, along with the stem, I decided against those parts due to their being black in color. I wanted bright, polished parts if I could find them. So, I ended up using the seat post and saddle from the Black Mountain Cycles Monstercross frame, (which is being retired as well), along with a stubby, 60mm Whisky Parts stem which I had on the Singular Gryphon Mk3, ironically, before this.  

Even the through-axles are emblazoned with the brand name!

Since both the Twin Six Standard Rando v2 and the Singular Peregrine Mk4 use full-run cable housings, I was able to just drop the rear brake caliper, hose, rear derailleur, housing, and cable, and the housing and cable for the front derailleur as a unit with the handlebar. 

The plan being to just swap all these bits wholesale onto the new bike. The front derailleur could not be brought along with this assembly since there was no way the derailleur could pass through the tiny window between the stay bridge and the bottom bracket shell. It simply had to come off as its own bit. 

My only concerns were if everything was going to be long enough. The Singular Peregrine runs longer chain stays than does the Standard Rando v2, and the stack heights might have figured into cable length as well. I did a dry run with the wheels on and handle bar in place using a 90mm long Ritchey Classic stem. This looked close, so I was pretty sure the 60mm Whisky stem would give me just enough slack to fit everything and still be able to turn the bike. 

Worse case scenario I would have to re-cable and bleed the rear caliper. I still may have to do this, but I cannot determine this just quite yet. I am trying to avoid this, if possible. Again, if I had cable actuated brakes I'd be a lot less reticent to swap every cable housing and cable. 

Dremel to the rescue!

The frame has an eccentric insert at the bottom bracket. Now these should always be greased, or at least some sort of anti-seize paste should be used here. Since almost every eccentric bottom bracket (EBB), I've ever worked on straight from the box has never been greased, I decided to take a wee peek inside to find if there were a need for some slippery-stuff.

Well, first I had to be able to remove the insert! It was stuck in there as if it were a press fit unit. I tapped on it with the wooden handle of my dead blow hammer and noticed a little movement. I continued with this until I had it removed. Oh!...... Yes, I removed the grub screws. So, don't wonder about that part!

Once I had the insert removed, a very nicely made, Singular branded, black anodized aluminum insert, I tried to see what could be the problem. I noted a varying amount of paint and corrosion treatment. Perhaps this, or a warped eccentric shell from welding were the cause of my issues. Hopefully it was just the paint and coating.

Dremel to the rescue! I used 220 grit sandpaper on a barrel attachment to remove most of the paint and coating. It worked! The EBB went in very nicely with just a bit of effort. I cleaned up everything and layered in a coating of Finish Line Premium Grease. The insert glided right in this time, and I then put on some blue thread locking compound on the grub screws and tightened up those to 6nm.   

With the problem solved the insert went in like a champ. Next - Installation of the crank set. 

With this big hurdle cleared, I had a bit of an easier time installing the crank set and a few more odds and ends. The next bit would include getting cables sorted and managed, installing the chain, and then determining fit from where I had things at this time with my other bicycles. 

In the next installment for this build I will get into those things and more. Stay tuned....  

Weekly Top Five

 Welcome to the weekly Top Five" showing links to five of the week's most read articles on the blog.
Sometimes those will be current posts, but sometimes not. I will also post commentary with perspective on some of the older posts, and try to give some context as to why I wrote what I wrote then, which may not reflect what I'd say in 2025. With all of the above said, here is this week's list.

 Closure: Wednesday, September 10th, 2025 - The post letting everyone know about the Medical Examiner's report on Jacob. 

Winter Is Coming: Monday, September 8th, 2025 - A post concerning my Ti Muk 2's Rohloff SpeedHub maintenance. 

Friday News And Views: Friday September 12th, 2025 - The latest Friday News And Views post finds its way on the list this week.  

Last Ride For The Gravel Bus: Thursday, September 11th, 2025 - A post about the final ride on the Gravel Bus and why this bike is being dismantled.  

Incoming: Schwalbe G-One Overland 700 X 50mm Tires: Saturday, September 6th, 2025 - People love tires for bicycles. This post helps prove this theory.  

And there are your Top Five posts for this week. Once again, the numbers for hits have been going nuts. This past week was at another level. My intuition says this is an artificially inflated data set due to the influence of AI bot crawlers which use posts like this to "learn" from. 

Maybe... Hard to really know, and maybe I'm just being paranoid. 

At any rate, if you are actually a human and reading this: Thank You!  

Review: Singular Peregrine Mk4

NOTE: Guitar Ted paid for the Peregrine Mk4 out of pocket. Singular Cycles is not paying for, nor has any knowledge of this review, (that is - until Sam reads this post!) All thoughts and opinions are Guitar Ted's.

The Singular Cycles Peregrine Mk4 fresh out of the box

 As mentioned earlier here on the blog, the Singular Cycles Peregrine Mk4 was headed to me here at Guitar Ted HQ. Well, as you can obviously see here, it has arrived. I wanted to give my first impressions of this frame set as I took it out of its shipping box and unwrapped the thing to see it with my own eyes now for the first time. Technical data be damned, at least for now, because all I want to convey with this first post is what I am thinking about this frame set initially. Techy stuff will come later. (Or you could click the link toi the Peregrine Mk4 page above. )

First of all, I want to point out the images here are of the frame and fork directly after unpacking. There was no attempt made to clean up the finish from all the fingerprints, dust, and shipping detritus accumulated since the frame and fork were packed up at Singular Cycles US warehouse. So, no apologies for the dullness of the colors here and there. This will look a lot prettier once I have it cleaned up.

Okay, with this out of the way, this thing is gorgeous. In a very neo-classic cycling way, that is. Sam Alison, Singular Cycles founder, has a way of taking classic bicycle design and paint scheme cues and integrating those within a fully modernized bicycle which makes no compromises, in a general sense, because of those classic influences. 

So here we have through axles, disc brakes, (flat mount, natch!), and accommodation for large gravel tires in 700c or 650B sizes. Full accessory mounts are integrated in a way which seems unobtrusive and does not detract from the classic looks. Of course, the paneled British Racing Green and Ivory only adds to those classic looks leanings. Worth noting is the custom paint option Singular offers, at an up-charge, should this hue just not appeal to you. 

The cable routing is all external, and this may seem, upon first considerations, to be a 'not very modern' way of doing things. Given the hidden cables craze, it would seem very 'retro', but it is by far the most practical and easily maintained way to run cables. I like the removable cable guides in case you should decide to run a single speed/fixed gear set up.

Some folks are surprised to find the Peregrine uses lugged steel construction in several places on the frame. This is a huge attraction for myself, as I love lugged steel frames. Plus, a modern lugged steel frame is a pretty rare thing in 2025. This is also appealing to me.

Look at the head tube! Straight 1 1/8th as it should be with a standard external cup Chris King headset installed. Obviously classic, and easily maintained for the foreseeable future. 

I mean, a 'clean' looking integrated headset can be okay, but those are not 'classic', and many have parts not easily obtained in case of a need for replacement arises. This Chris King head set will likely outlast me!

Besides, a straight steer tube gives a bit, which enhances comfort, and this will be plenty strong enough. So stiffer is maybe okay for Pro roadie sprinters, but this is not what I am looking for in my gravel bikes. I have always thought tapered steer tubes were overkill for road and gravel for the vast majority of the riding public. 

Standards for this frame are all pretty basic. Flat mount brakes, 27.2mm seat post, threaded bottom bracket. the aforementioned head set, standard through axles. Nothing proprietary or odd here. 

These are all things I like to see. These are the things which make building up a bicycle like this far easier.

 For instance, my Twin Six Standard Rando v2 has a port through the front fork for the brake hose. To get this out, or installed, one has to disconnect the hydraulic hose from the lever and thread the hose through the fork, reattach the hose with a new barb and compression nut, then bleed the system. 

What a hassle! Just to switch components in or out from the fork.  This is something which I find irritating. Your mileage may vary. The Peregrine has a much easier set up and ability to swap components. 

Of course,it wouldn't be a true Singular unless you could run it as a single speed bike! Sam Alison usually integrates an eccentric bottom bracket into his designs which allows for an easy way to go single speed/fixed. Not all Singulars were made this way, but I appreciate this feature in the Peregrine Mk4.

In my opinion, a single speed option is critical for any self-supported type cycling. Having this option could help you pedal home in case of a catastrophe regarding the rear derailleur. So, as a cyclist who spends a lot of time alone in remote county areas, I desire this sort of "bail out" option in my bikes. 

Another, less considered feature of the eccentric bottom bracket is the ability to alter your effective bottom bracket drop. Of course, this only applies if you are running a geared set up, but where you place the eccentric will affect your seat height slightly, and with big tires, I probably will set my eccentric at the "six o'clock" position to accommodate for this. 

I know some folks are down on eccentric bottom brackets due to rumors or old experiences with these making noise. I have had several eccentric bottom bracket bicycles and I can report this has never been an issue with any of those bicycles so equipped. 

I said I wasn't going to get all techy, didn't I? Oh well! These are things I see when I look at a frame and fork. So, forgive my more "mechanic's viewpoint", but again, this bike is just really good looking. Sam knocked it out of the park with the Peregrine Mk4 as far as the aesthetics go. 

I mean, just look at the fork crown! If you do not find this part of the frame attractive I have no words for you. 

Okay, enough of this! I have to quit writing and start turning wrenches!

I'll be posting a build series around this bike in the next few days and then, hopefully, a first ride post. In case you missed it, I plan on putting on a 2X GRX Limited Silver group with my GRX wheel set and those Schwalbe G-One Overland tires I introduced the other day. 

The plan after this is to use the Peregrine Mk4 as my main bicycle for gravel travel for the remainder of the gravel riding season of 2025. This should provide a good basis for giving a final verdict on the Peregrine Mk 4 as a gravel riding platform. 

Thanks to Sam Alison for getting the frame and fork shipped out so promptly and for the excellent customer service. Look for more on the Peregrine Mk4 coming soon! 

Friday News And Views

Image courtesy of Salsa Cycles social media

Salsa Cycles Teases Drop Bar MTB:

On Tuesday of this past week, Salsa Cycles dropped a teaser for a new bicycle which is said to be coming to their dealers in January of 2026. 

Tagged only with the words "Curioser and Curioser", the silhouette of the bike is shown against a murky, forest-like scene. Perhaps this hints at the model's new name.

Comments: Whooo-boy! The comments on this are just what you'd expect from the mostly-negative peanut gallery. I won't get into their thoughts as they are not really going to do anything but be noise here.  

What I will say is this looks like stab at a niche which may be pretty far off most folks radar. My guess is this is a "fast bikepacking" platform. But this is just a guess. I highly doubt it is a drop bar alternative for trail riding only, but obviously, it probably will be capable of doing just that. My first impression when seeing this was it could be a full-sus gravel bike, but I think the travel on the fork looks a bit long for this to be pigeon-holed as just a gravel bike. Besides, look at the height of the bottom bracket. This looks much more off-road than on-road. 

I guess we will all find out together in January!

Image courtesy of Mondraker Bicycles.

Mondraker Offers Arid Carbon Unlimited Frameset:

On Wednesday Mondraker Bicycles announced a new version of their Arid Carbon gravel bike called the Arid Carbon Unlimited. This new frame set is painted in a color-shifting "Eclipse" scheme which will look different depending upon the viewer's angle of sight and lighting conditions.  

The frame also features a lighter version of the  Stealth Air Carbon Fork which has the accessory mounts removed for a sleeker look and 60 gram lighter weight. 

Prices in the press release were not given in US dollars, but looking at the listed retail pricing my guess is this would be around $2,500.00 before any tariffs. This is assuming it will even be available in the USA. With this in mind, I still think this is a high-end frame set worth seeking out for its geometry and promised smoother riding qualities.   

Image courtesy of Castelli

Castelli Partners With Polartec For New AirCore™ Jacket Tech:

Castelli released news of a new Perfetto RoS jacket on Tuesday of this past week which uses a new fabric which may radicalize how we view rain wear.  

The inside joke regarding any weather protective jackets has always been you get wetter on the inside than you would on the outside when wearing a rain jacket while cycling. I've tried several rain jackets and this has mostly been the case. I did have one Endura made, Niner Bikes branded soft shell jacket which was the only cycling jacket I ever had which kept me warm, dry, and was almost wind proof and had a little resistance to wetness. But yeah, most claims of "breathability" in rain wear is laughable at best. 

To understand this one must know a lot of the details and tech behind poor weather wear for cycling. Most, if not all, rain wear has three layers. In the simplest terms, the rain is kept at bay while this three layer fabric supposedly allows your perspiration to find its way through to get evaporated into the atmosphere. Trouble is, this happens at such a slow rate in most jackets as to be largely ineffective. 

Then Shakedry, a magical, single layer fabric came out around eight years ago or so which actually did the magic trick of being waterproof and kept you dry inside of it. However; it was difficult to make and was limited by its non-stretchy, and less durable nature. Then it was found to have high levels of PFC's which were being linked to cancer. A ban on PFC's in several countries has led to the discontinuation of Shakedry jackets. Back to the same ol'-same ol"? No.... Not according to Castelli. 

Castelli went to Polartec and asked them to create a new fabric with no PFC's which would repel water and wind yet be actually breathable, not just breathable in theory. So, the claim is now being made. The new AirCore™ fabric, spun from recycled polyesters, is this new wonder-fabric which will breath and repel water and wind. 

This fabric will be an exclusive to Castelli and its sister brand, Sporful, for cycling, but look for AirCore™ to show up in other brand's outwear this Winter. We will see if the mystical combination of weather-proofness and dry interior performance during active use will become a reality.  

Image courtesy of Specialized Bicycles

Specialized Releases Details On Gen4 Diverge:

Specialized on Tuesday released details on a new version of the Diverge, their gravel bike, and there are several new features and tweaks to cover here.

First off, the Future Shock system gets an upgrade on the higher end models with hydraulic damping and adjustability for rider weight and preferences. The geometry has been tweaked by way of a longer front-center for each size matched up with a slack head angle and 5mm lower bottom bracket across the range. Tire clearance is up to 700 X 50mm, and alloy models now get down tube frame storage capabilities. Prices start at 2K and range up to 10K for the top-end model. Se the range HERE. 

Comments: The social media commentary on gravel bikes, including this one, is hilarious. Many think 2017 MTB's are "old school", that gravel bikes are "just pretend flat bar hard tail MTB's", and seeing many trying to wrap their minds around an 85mm bottom bracket drop is particularly fun. 

Anyway, this new Diverge was developed through feedback from Specialized sponsored Pro gravel racers, so anyone making comments on these bicycles being lacking, or dumb in any way are just not getting the message. Racers want what racers believe they need to go faster. Much of what they believe is data-driven, so this is not just a bunch of marketing hoo-ha cooked up to strip the riding populace of their hard-earned dollars. 

Oddly enough, many of the details which the Pros seem to want in a gravel bike align with what I think works best for "just riding around", on gravel. Besides the lack of versatility which racers do not need or want, I'm in. This is the only nit I would have with the Diverge.  

Image courtesy of Santa Cruz Bicycles

New Stigmata HTSQD Colorway Debuts:

Santa Cruz showed off this special colorway of their Stigmata gravel bike recently which can be had as a full-build or frame and fork. The frame and fork combo is listed at $2,799.00 USD. 

The frame/fork combo can be seen HERE. 

Comments: N.Y. Roll has an older Stigmata, and he seems to like it well enough to keep it around for now. I like this newer version, maybe as a more racy option for myself, at any rate. 

The geometry on this is a bit longish and sizing this bike is a bit of a conundrum fror me. I think I'd opt for the Large but with a 52.5cm seat tube length it would require quite a lot of seat post extension. I suppose this is by design to accommodate dropper posts, which these MTB-centric brands like to put on their gravel bikes. 

Cool colors, at any rate. I do like this about the new Stiggy. 

That's a wrap for this week! Have a great weekend and ride those bicycles!