Friday News And Views

LOOK G85 Cezal RS frameset (Image courtesy of LOOK Bicycles)

 LOOK Offers New Gravel Race Bike:

LOOK has a new gravel racing bike called the C85 Cezal RS. It has a focus on aero and rider comfort. 

Claiming the design reduces vibrations to the rider by 15%, LOOK says the rear clearance of 50mm is enough. They state in their marketing that LOOK's engineers feel that larger tires create issues with losses due to tire deformation and weigh more, slowing riders down. They claim this design helps gain back the rider comfort and efficiencies of the racer's body that the bigger rubber was trying to accomplish.  LOOK also claims their vibration reduction and smaller rear tire helps keep riders pedaling more, keeps the rear tire hooked up, resulting in faster times. 

A frame set like the one in the image here runs $3,290.00. USD. See this and the entire complete bike range on LOOK's site HERE.  

Comments: I like checking out what the current thinking is on gravel bicycles for racing since we all know this ends up trickling down the price ladder, even though racing tech and geometry is not what everyone really needs. That said, there often is good stuff in there which could be applied to the "average all-road" machines. 

I like that LOOK has addressed rider comfort with its upward flexing seat stay idea.  What a LOT of companies do not do is address rider vibration concerns with a front fork design that absorbs some chatter. This was especially true in the early days of gravel bikes with those chunky-legged carbon forks. (Looking at you, Enve!) 

This fork looks svelte, at least a little more slender than most, but LOOK doesn't specifically call this out in their marketing copy. Hmm..... I wonder if it is a better fork? Anyway, this is a main reason I run a Redshift Sports ShockStop stem. Most forks are jack hammering me on gravel. That is no fun. It is also why cutting edge gravel bikes are coming with monstrously fat tire clearances. I think this will change in the future once the fork gets figured out. 

Image courtesy of HAND-UP

Time For Cold Weather Gear:

I've been thinking about my cold weather gear recently and I am probably going to have to consider replacing and adding a few items to my kit for the upcoming months. One of those items is gloves. I happen to be a big HAND-UP glove fan, and I own several pairs of their gloves already. 

Sure - pogies are wonderful. They keep your hands warm and you do not necessarily need the most technical gloves to use underneath them. However; they are klunky, they restrict movement, and are a bit fussy when it comes to fitting them. I use pogies in the worst weather, but for most Winter rides, Fall rides, or early Spring rides a nice windproof, lightly insulated glove does me wonders. 

That is exactly what the HAND-UP Colder Plus line of gloves does for me. These layer with a jacket perfectly to seal out wind, and they still allow full-function of your hands which makes riding a pleasant proposition. 

I actually just purchased another pair, the one shown here, for the upcoming Winter season. I have found their gloves to wear well, feel comfortable, and look good. I like the brighter colors as they are easier to find in the pile of gear I have and they are more visible to traffic when I commute. 

Guitar Ted Lube-Off Update:

With the return of drier weather the Lube-Off has been kicked back into high gear. But that doesn't mean I haven't been doing whatever rides I could do in between rains and  the interruptions life and work presented. 

First of all, I have some good feedback from my mechanic friend Ari on the SILCA Super-Secret v2 lube which I will share in another update soon. There was also some debate in the comments regarding how to apply wax based lubricants which I think will prove interesting. 

Meanwhile that new Triboflux lubricant seems pretty impressive. There is also the Pedros Polar Drip which is in this round of testing and I am very close to rendering a final verdict on that particular lube soon. 

So, if the weather holds out and if I can dodge the elephant-sized wagons, tractors, and combines out there now, I should have a final verdict on the entire group of lubes very soon. Stay tuned..... 

Image courtesy of Van Rysel Bikes

Ford-Decathalon Team To Ride 32"ers In XC Events In 2027:

The big news on Thursday of this week was Van Rysel Bikes announcement that they are providing the Ford-Decathalon Team with 32" FS bikes for racing during the 2027 season. 

With a 130mm travel Rock Shox front fork, the bike has the travel and obvious roll-over capabilities of a larger diameter wheel. Van Rysel says their testing over a two year period has convinced them of the bigger wheel's benefits. 

But Van Rysel also went full-in with aero testing as well resulting in a bike which they claim will save team riders 15.5 watts at 35km/hr speeds over the team bike raced this past season. Most notable in the aero design are the deep section wheels and the wild, semi-drop, wing section handle bar. 

While regular folk cannot get this bike quite yet, Van Rysel has indicated a roll-out of the bike is possible sometime during 2027. You can learn more and see other images of the bike HERE. 

Comments: Technology advancements are always polarizing. The move from the traditional stem/handle bar system being two separate parts is one of those. While single piece bar/stem combinations are not anything new, (my 1992 Klein Attitude had this, for instance), the freedom to use different, non-standard shapes and configurations is new. I think this is fascinating. At first I was concerned about the stem being the highest point on the front of the bike and how this might be bad if one went over the bars in a crash. But then I remembered I ride drop bar bikes all the time, so..... Yeah. No worries. I'll just say this looks wild and are we almost at a point where off-road drop bars should be a thing? I mean, talk about aero.... 
 

 Okay, that is it for this week. Get out and ride those bicycles!

Review: WTB Course & Byway Aero Gravel Tires - Update On The Byway

Note: WTB sent over a pair of the 700 x 50mm Byway tires and a pair of the 700 x 52mm Course tires for test and review. Guitar Ted Productions was neither paid or bribed for this review. All thoughts and opinions are Guitar Ted's. 

I've managed to get enough time on the Byways to give a pretty solid update on their performance. If you missed the last update, I will post a link HERE. Please go back to catch up on how things have gone before this article published. 

The Byway is WTB's race oriented aero gravel tire with a width of 50mm. I have these mounted on WTB CGR carbon wheels with an inner rim width of 23mm. The Byway did not quite achieve the stated 50mm width at first, but currently they measure out at 51.31mm at 30psi. This is very good. It also indicates to me that the tires are now broken in and are going to perform at their best now. 

As previously stated in the impressions post, I thought the Byway may have a tendency to want to dance around and plow through looser gravel, rather than float over it. This would not be a good thing if so, because when a tire plows through looser gravel or dirt it means the rider has to exert more influence over the steering which is sapping energy best used on the pedals. I'll get back to this in a bit, but first I wanted to discuss the smoother gravel and pavement performance of the Byway. 

"Gravel" doesn't get much faster or smoother than this. 

The Byway on pavement and smoother terrain is fast. Very fast. But it also has a very nice, smooth, damped ride quality which I enjoyed. In the previous article to this entry I told you about how the Byway did not like low, low pressure and that I would try something around 30 psi the next time. I went with 30psi rear/28psi front, and I was very happy with the results. 

The Byway rolled with little resistance. (Or was that the tire cutting through the air more efficiently?) Whether or not the aero is working, I did notice less impacts from seams in the pavement, broken up bits of pavement, and on smoother gravel. So, I would be very happy to ride the Byway on a course with smooth features, dirt, pavement, and the like. But what about chunky gravel, looser terrain, or mud? 

It doesn't get much chunkier than this!

I was able to find a couple miles of really fresh, chunky gravel recently. I was very pleasantly surprised by how the Byway handled this surface. Generally speaking, one can expect any gravel tire to spit out a rock sideways on such loose gravel. I also was expecting to have to herd the front end over this loose gravel as the casing points to a tire with little float. But the Byway just rode straight on and no rock pinging was noted at all. Very impressive! 

I also have had the Byway in looser dirt, uneven terrain, and in mud. I was not all that impressed when things got sketchy. On the loose dirt, the Byway simply lacked any grip, which shouldn't be a surprise for a tire with basically a slick tread. The rounded profile, while not a negative for loose gravel, did not work in fine dirt or sand. Washing out was a real possibility there. Finally, and again - not unexpected - the Byway is not good at all in mud. No traction or lateral grip there. 

So if you keep the Byway to drier, more stable terrain, with the exception here being loose, chunky gravel, where the Byway surprised me, you should be okay. It is a great pavement tire or solid dirt road tire. The Byway wants to roll and roll and roll. The ride quality is quite good as well. 

But keep this tire off any deeper terrain, really loose, big rocks, moist earth, and mud. The lack of knobs is a liability there, and the rounded casing is doing the rider no favors at all either when the going gets sketchy.  

Find out more about the WTB Byway by clicking  HERE.

I'll be back soon with an update on the 700 x 52mm WTB Course 

Country Views: Pre-Harvest

Escape Route: Lafayette Street

September had 14 days of rain in Waterloo, according to a friend of mine who keeps track of such data. I'm not surprised. It was a terrible month for trying to get out to ride in the country. I was itching for a country ride badly, and now that September has been passed by, October seems to be the month for Fall rides. 

The weather is still weird. We generally have had frost by now and maybe a freeze. We have had nothing even close to this. Maybe upper 40's on a couple of mornings. 

It has dried up quickly and now it has gotten windy again. The temperature for my ride today was in the mid 70\s. Again.....weird. And that isn't the only odd thing going on outside these days. 

Even the lawns and ditches are brilliant green yet. It is as if it were April out there, but the corn and beans are all dried out. The contrast is striking. Generally we have more brown than green by now. Well.....you'll see. Just pay attention to the images in this post. It's 'unnattchural', I say. Weird.....

A most excellent bike path has opened up between Evansdale and Elk Run Heights. 

The winds from the South were strong and gusty on this blue-bird sky day. I decided to do a ride which would put the wind as a crosswind to me. This meant going East and then back West with a little bit of South and North thrown in for good measure. 

I rode the pink Black Mountain Cycles MCD as it has tires and chain lube I am testing out on it. The tires are pretty smooth so that was a good fit for this route which was about half pavement. The City has been digging up portions of the bike trail from downtown Waterloo to Evansdale, so I took the sidewalk along Lafayette Road to Evansdale and then I hopped on this awesome new bike path from Evansdale to Elk Run Heights. From there I took the new sidewalk along their newly paved street South toward where Young Road/Birdland Drive intersects with Gilbertville Road. 

Al this green seems unnatural for this time of the year. 

It doesn't get much better than this.

Now there was one 'silver lining' to all the rain and cloudy weather we had in September. That was the fact that the roads were not maintained and traffic smoothed out the gravel by pushing the gravel into the softened base material. The result was roads so smooth they were better than pavement in most places I rode. 

This creek, (typical), is usually just a small trickle. All the little creeks and rivers I saw were swollen yet. 

 

An 'over-the-shoulder' shot looking back down Young Road the way I came. 

I had felt pretty good going East. But my fear was that the crosswind was actually from the Southwest, and that would mean I was getting a push. Well, the good thing was that I did not have to go too far North if I did not want to, and this ended up how I chose to go. 

We had a top-ten ever (since records have been kept here in Iowa) rainy September, so streams and rivers are very full yet. I saw several little creeks still full of fast-flowing water. Then I also saw ditches in places with standing water. These were all green with algae. Thanks nitrate run-off! I really dislike seeing this.  

When you see a tower reaching into the sky, you know you are pretty high.

It wasn't all smooth sailing!

I went as far East as I could without going into Jesup, Iowa. This meant I turned North on Garling Road. The push from the Southern wind was nice. But I knew it wouldn't be long until I had to pay the piper for this easy passage North. 

Garling ends in a mile, then you have to jig-a-jog to the right and then left as the Northbound Holgate Road is about two tenths of a mile East from where Garling intersects Dubuque Road, which used to be Highway 20 in these parts. 

Holgate ends up becoming part of County road D-20 a mile North from Dubuque Road, so I turned left on Osage Road and ended up taking this all the way back to Evansdale. The first two miles were all chunky gravel. The only 'real gravel' I ran across on the entire loop. 

The Sun is hanging lower in the sky each day now. 

Osage Road finally smoothed out. Good thing too!

My fears were realized when I came back West on Osage Road. The wind was out of the Southwest, so I was bucking that all the way back to Evansdale where I was able to escape its direct effects in the urban environment. 

I decided to check out the bike path from Evansdale to Waterloo and about two thirds of the way to Waterloo I met with a check. There was heavy equipment on the trail and the men there were digging and everything was blocked. So, I had to turn-tail and find another way. I went back about 100 yards and saw where some of that heavy equipment had crawled over a grassy embankment. If they got there stuff down on the trail by coming from that direction, I figured I could retrace their route and get back into Waterloo.

Turns out I was right, and the rest of the trip was no big deal. I ended up with a few ticks shy of 29 miles in for the day. Not bad! I'll take it after not getting much of anything in September!  

Rim And Tire Width Choices

Image courtesy of Velocity USA

We had a comment on our most recent podcast from a listener named "Josh" concerning recommendations for new wheels and specifically concerning tire width in relation to inner rim width. 

I'm not going to get into the wheel recommendation portion of Josh's questions, but I do want to discuss inner rim width and tire width again. This time using external sources to help you understand what tire and rim manufacturers are thinking in regard to this question. 

Inner Rim Width: 

Before I get there, I think it would be wise to cover what "inner rim width" is and what "tire width" is. I know, it sounds simple, but I want to make sure we are all on the same page here. 

As you can see from the cutaway I grabbed off Velocity USA's webpage for their Blunt SS rim, there is a difference between the outer, overall width of the rim and the inner rim width. It appears here that Velocity is using the distance between the "hooks" of the rim to define "inner rim width" and not the distance between the rim wall just above those little shelf looking protrusions we call the hook of the rim. 

On a "hookless rim" design, that "inner rim width" is going to be the inner dimension between the faces of the rim where it interfaces with the tire. So, a bit of a difference there. Some will argue that a hook on a rim design is safer, because it prevents tire blow-offs. Some will say the hookless rim is better for tire aerodynamics, support in corners, and that the rim is better suited to resist damage. Some say there is no real benefit to hookless rims. So, I'll leave this alone for now and say only that I am not a real big fan of hookless designs. 

Tire Width:

 This seems pretty simple. The widest portion of the tire casing is "tire width". However; I feel more folks are thinking "tire tread width" because the tread is the "business end" of a tire design since it is the part that hits the surface you are riding on. 

That is a misconception, if you are thinking in this way. What really matters, and what most never talk about, define, or even understand, is the contact patch. That is really what matters most as it helps to define a tires rolling resistance, traction, and over all handling traits. It doesn't natter if a tire is wide at the casing if you air it up too much and only a thin strip of the center of the tread hits the riding surface. 

All this to say that "tire width" is probably more important to how a tire might fit into your bicycle first and foremost.. The rider comfort and handling part is also very important, but tire width is only a piece of that equation, not the ultimate defining factor. 

Putting Both Together:

Tire width and inner rim width work together to help define rider comfort, handling, and overall performance factors like aerodynamics, rolling resistance, and more. 

Tire pressure, rider weight, overall loaded weight, the bicycle's geometry, conditions of the riding surface, and weather all conspire to bring another level of complexity to this equation. The tire construction method, materials used, and quality controls also factor in. One tire from a manufacturer can be very different from another tire from the same manufacturer with similar weights, widths, and mounted to the same rim. Even tires from different manufacturing dates, with model, size, and wheel being the same, can ride noticeably different. 

All this to say that there is no "easy button" to make a choice. But you can get yourself into a ballpark of "good" if you follow recommendations given by the manufacturers for rim inner width and tire width match-ups. 

Wilderness Trail Bikes offers an excellent chart with tire and rim width recommendations. I like their chart because it also shows combinations to avoid. Light Bicycle, a Chinese manufacturer of carbon frames, carbon accessories, and carbon rims and wheel sets, also has a nice, easier to read chart. The WTB chart is HERE. Light Bicycle's chart is HERE. 

As long as you stick to the recommended ranges, you should be okay with the tires and rims of your choice. If you are looking to eek out every drop of performance from your tire and rim choices you will have to do more of your own trial and error research. 

I hope this helps clear up any misconceptions about tire and rim widths. Thanks to Josh for the great question. 

Thirty-Point-Five Wheels

 So....thirty-two inch wheels are the "Next Big Thing"? Hold on! We got solid rumors out there about a new wheel size. Thirty-Point-Five. 

I know you all are really excited about this! 

And before you type in a comment with an April Fools reference, this is actually a wheel size you can already buy. It exists, and I found a bike HERE.  

I know...I know. It isn't something you'd likely buy because of the unknown brand, but apparently the industry is gearing up to bring this alternative wheel size to fruition. The "Escape Collective" ran an article on Schwalbe's intentions to bring out this size wheel/tire and if they are doing this, again - you know an OE contract is behind this. In fact, the article pretty much says this straight up.  

Supposedly this size sits perfectly between 29" and 32". The obvious thing here is this would fit more people than 32" bikes could. The other obvious thing is we already have this wheel size. 

This bike with 29" x 3.0 tires would be effectively a 30.5"er.

Take any "plus-sized" 29"er, or a Jones bike with 29 x 3.0" tires. These measure 30.5" in diameter already. But yeah......I get it. With a larger diameter rim the tire doesn't have to be so poofy to get to 30.5". 

But this should point out to many of us that 30.5" is possibly a more viable alternative to a "bigger wheel" than 32" because we already know 29+ fits a lot of people out there. 

I also get how this will only enrage the already stirred up hornets nest of negativity over the bicycle industry. The perception is already that things like 32" wheels and "gravel bikes" are inventions we do not need. 

Thirty-Point-Five? Yeah.....That's going to help that right along! I don't know how all of this might play out, but whether or not it is just a play to garner more interest and create sales is a fair argument. Do we really need this? 

It is fun to think about, but.....yeah. I don't think we need this. 

Mechanic Shortage Reported In Europe

 

We talked about the mechanic shortage on the latest Guitar Ted Podcast.

A recent study conducted in Europe revealed that there may be a severe shortage of bicycle mechanics and this is forecast to only get worse. The story was posted by "Bike Radar" and was referred to me by a podcast listener, or one of you dear readers, I'm not sure which.  (Oh....and N.Y. Roll pointed it out also)

I've done some research into the reactions to this article, and I mentioned some of those comments in the podcast episode posted last week. (HERE) 

The article resonated with me on several levels. I wanted to address some of this here and also give my considered opinions on the fate of local bike shops (LBS) in the future. 

The issues facing bicycle shops are very difficult to overcome due to, in large part, our overall perceptions of bicycles, the size of the USA, and by our climate. These three barriers to cycling participation present a bar so high that, as I've always thought and said, will not allow the USA to be anything like Europe when it comes to cycling. 

Briefly then: Weather changes with the seasons, severe weather occurrences, and  American's aversions to be subject to the whims of weather are insurmountable as long as we have automobiles to insulate us from the onslaught of oftentimes difficult weather conditions for cycling. Be that heat, cold, wind, or precipitation, all are huge hindrances for many folks when cycling is suggested as a transportation alternative. 

The sheer distances Americans have to travel to get basic goods and services is another huge barrier to cycling. As an example, citizens of Waterloo, Iowa's East and North reaches have to travel upwards of four to five miles, one way,  to get to a grocery store and this is in a town of 70,000 folks. While this seems like nothing to some of you, cycling that distance is difficult for many people now. Yes - there are solutions to this issue, however - in concert with the weather issue, this becomes a mountain too tall to scale for many. 

The final issue is how bicycles are perceived here. If you "have to ride a bike" this generally puts you in the criminal categories. "Oh! This person must have gotten too many Driving Under the Influence (DUI's) tickets to drive", or they are too poor to own a car, etc. Bicycles are only ridden by 'normal citizens' for recreational purposes. Then we get into the entire infrastructure issues and most folks won't even consider riding a bicycle. 

Example: I dropped my vehicle off Friday at a body shop for an adjustment to the end gate. I planned on riding home after I dropped of my vehicle. It's 4 miles from my home. The lady at the front desk of the auto body shop was amazed I would even consider riding and tried to talk me into taking a ride. This is pretty representative of how people think about bicycles, at least around here. 

All of these issues affect mechanics. If the vast majority of people think like the lady at the body shop, (and I am pretty convinced most folks do), then why would anyone ride a bicycle outside of primo recreation days found in Summer, maybe Fall, and late Spring? Late Fall through early Spring are completely dead times. Keeping a mechanic well-paid through those months is next to impossible for many shops. Lower pay? Maybe the shop will keep you around with severely reduced hours for six months. You surely are not going to get ahead of monthly bills being a bicycle mechanic in the Mid-West. 

Of course we have poor infrastructure for cycling, people do not value cyclists as humans when they are riding, and bicycles are getting far too complicated. Add in the ever increasing "innovations" which require new tools, knowledge, and experience, and it is easy to see how we got to this point  And the pay? Ha! It's horrendous. Why would any young person want to consider being a bicycle mechanic? It's a curious, dead-end career with little upside and it has been this way for decades. 

And we wonder why mechanics and LBS are disappearing? 

Another Classic Schwinn Shows Up

 The Cedar Valley Bicycle Collective has a few missions, but the original idea for this collective focused on one thing. That was keeping bicycles out of the landfill. 

To that end the non-profit Collective has gathered donations of bicycles from the community since 2014. There have been thousands of old bicycles kept out of the local landfill because of the efforts by the Collective. The mission has expanded since those early days and now we do advocacy, education, events, and we facilitate putting people in need on bicycles for their transportation needs. 

As I've said here before, it is very rewarding work. But sometimes a bit of the old cycling nerd gets brought out when an old, unusual bicycle gets donated to the Collective.  This happened this past week. We received two old cruiser bikes, and one of them had a couple of features I had not seen before. 

It is a green Schwinn American cruiser style bicycle which would have been a youth model in the Schwinn range at the time. Schwinn called it a "middle-weight" range bike. If we are describing the bike by weight, I would hate to have to heft a Schwinn "heavy-weight" bike in a stand because this bike probably weighs about 40- 50lbs. 

From doing some online research, I found that Schwinn named the model "American" because every part of the bike was American made. Wow! Imagine that today. Every part from the USA? Tires, tubes, chain....everything? I cannot imagine it. But there you go. At one time it wasn't unusual. 

 The next thing I learned was that this bike came with a two-speed lever action shifter and hub. The Bendix lever was in low gear, as you see it here. By pulling in the lever you shifted to a high gear. Flicking the lever back out gave you the low gear again. Note the original Schwinn logo grip. 

The cable operates a typical clevis/shift rod arrangement similar to a Sturmey-Archer 3 speed hub. The hub works and the gears can be selected but it needs a good cleaning, lube, and possibly a little adjustment to the cable. 

The Schwinn American came into Schwinn's range in 1955. It ran for three years and then was dropped until 1962, according to a page I found on the internet about Schwinn Americans. When the American model returned it had a kick-back style, color-banded rear hub, and not the lever action shifter. This version of the American was in the range until the late 1960;s. Near as I can tell this is a 1957 model which was donated to the Collective. The American was offered in four colors in the 50's: Opal Green, Blue, or Red. and a Black enamel. Along with the lever action two-speed Bendix drive train, the checkerboard seat tube decal was also only found on these 1950's Americans. 

 While most folks think of the two-speed kick-back hubs, which had ridges in the hub shell and colored bands, this Bendix two speed hub is rather plain and unadorned. I read on another site that this hub is finicky as far as cable adjustment goes. Perhaps this was one of the drivers for Schwinn to ask for a kick-back style 2 speed hub which would not rely on cable actuated shifting. It may also have been done as a cost-saving measure, but I am only speculating here.

The cantilever front brakes are clamped around the classic Schwinn flat, forged steel fork legs. The cantilevers pivot on a plate which is part of the clamp. The cable is most unusual as it resembles the type of split cable you might find on a 20" trick bike with a detangler set up. Interestingly there is no exposed cable in this design. The brake works effortlessly, by the way. 

Does this reflector have "BIKE" spelled out or am I seeing things which are not there?

The images show the bike as it was when it came into the door. I did inflate the tires and so far, they hold air. I am pretty certain this bike is 100% original, and for a boys bike from 69 years ago, that's pretty outstanding. I thought it was unusual and perhaps some of you might find this bicycle interesting. It certainly is a fine example of a Schwinn from the company's heyday. 

I'll probably get it all cleaned up and rideable this Winter and yes - it is for sale, along with our other two Schwinn cruisers, a 1963 Schwinn Typhoon with a two speed kick-back hub and a 1959 Jaguar three speed.  Call the Cedar Valley Bicycle Collective on Mondays and Wednesdays from 3:00pm to 6:00pm or on Saturdays from 8:00am - Noon.