Stans Exo-Core Valve Stems: Review

 NOTE: Stan's sent the Biobased Bike Care Products, Stan's Exo-Core valve stems, and Stans DART tool for review to Guitar Ted Productions at no charge. GTP is not being paid, nor bribed for this post and all opinions are Guitar Ted's.

The Stan's Exo-Core Valve Stems are a unique take on a tubeless valve stem designed to solve a couple of issues seen with traditional tubeless valve stems of the Presta variety. Namely low-air flow and clogging due to sealant accumulation along the valve seat.

Stan's solution to these issues results in an oddly chunky looking valve stem made from anodized aluminum.  And, at $55.00 a pair, these are some premium priced stems. A cursory look at what the market is for aluminum tubeless valve stems shows this to be true.

Due to these facts, I am expecting some notable differences in use with these stems. So, let's take a closer look at what is going on with the Stan's Exo-Core stems.

Here is a bullet point features  list from this product's webpage: 

• Compatible with rim inserts
• High-flow for air and sealant
• Anti-clog design resists clogs
• Tool-free core removal
• Customize with Valve Color Kit

The Exo-Core stem in the "closed" position.

After taking off the push-on/pull-off aluminum valve cap you can see the above view of the stem's end. It does not have the traditional nut/threaded rod arrangement you might be familiar with on a typical Presta valve. Instead, the entire exterior of the valve on this end is the "nut" and you have to unthread this to introduce air. This is quite unlike a traditional Presta valve. The grooved base can be seen in the image above and this is what you would grasp to open up the valve. By the way, a traditionally designed cap made from plastic or aluminum will thread on to this valve's end, in case you want to ditch the chunky push-on cap Stan's uses with this stem.

 Here I have unthreaded the "nut" to the point which one could introduce air through the valve. The threading of these pieces feels as though there is a thread locker paste on them, but there is none. Why extra resistance is felt when unthreading this "nut" is something of a mystery to me at this point. But it does not unscrew without effort.

 Here you see what happens when you unthread the "nut" all the way. This removes the valve core and reveals the larger opening than you'd normally have when removing a typical valve core. This is why Stan's claims of anti-clogging and better air flow are made., You can see it in the design. We will see how it works when I set up some tires with this design soon.By the way, the valve seat is within the "nut" portion you can unthread from the main stem shaft. How one would replace this bit, if necessary, is unknown at this point. Perhaps Stan's would sell replacements?

By the way, the stems weigh about 7 grams each with their caps. So, while these look heavy, they are not bad in reality. Also, these valves have a Lifetime Warranty from Stan's.

Impressions: Judging by the looks of the design and the open areas around the core shaft near the top, I think it would be best to run a cap on this valve of some sort. Otherwise you may run the risk of debris, mud, or water getting down there and fouling things up. I'm not a fan of Stan's caps, and I'd feel a bit better about some threaded option, so I will likely use different caps on these than Stan's sent.

The other thing which I had thought of right away is how this design would be easier to use in inclement weather while having to have gloves on. That base with the grooved edge makes for a much easier to grab object to open up the valve with than does the traditional tiny brass nut on a Presta valve. 

Stay tuned for updates on this and the other Stan's products soon.

Where We Came From: The Events

What finish lines were like. Matt Gersib, Odin's Revenge finisher.

This series concerning the beginnings of the gravel scene which I have undertaken has been mostly centered around people, which makes sense. However, these people needed events to go to, and this post will begin the exploration of how gravel culture started out and how it evolved into what it has become today.

I will be asking for your help in this, so as you continue to read here, please keep in mind what events were seminal and maybe not necessarily "well known", but were exemplary from a descriptive viewpoint. Events which were the definition of "grassroots gravel", if this helps you out any.

 Of course, there are the events you just cannot leave off a list like this. Events like Trans Iowa, the Dirty Kanza 200, and the Almanzo 100. Barry-Roubaix, Red River Riot, and The Good Life Gravel Adventure also come to mind here.

Another influential gravel grinder long gone now.

Obviously, there might be differences of opinion in regard to how influential some early events were. I'm here for this debate though. So, to keep things focused, I am going to cap the discussion to events predating 2013. So, anything 2012 or older is up for discussion here. If you feel strongly about an event which maybe has merit in terms of influence, and this event came after 2012, please go ahead and state a case for the event you have in mind here. For instance, I could see an argument for Odin's Revenge.

Okay, so if you have any events beyond these obvious ones I have already mentioned, let me have it. You can comment or send me an email at g.ted.productions@gmail.com.

Why I Am Doing This: Now, this effort is something I feel is worthwhile from a couple of viewpoints. One: In my opinion, the Gravel Cycling Hall of Fame shows no capabilities, (at present), nor do they seem inclined to research and curate such a list. I have opinions on this subject, but this would be something I'd write about in a separate post.

Two: The term "grassroots gravel" gets used a lot as an over-arching term which includes events such as the ones I have mentioned and others, of course, which are/were similar in nature. But what does "grassroots gravel" actually mean? Do all of these early events help us define the term, or is there something else at play here? I want to get to the bottom of it to help us define what is meant by this term. I think by uncovering events which are in the collective consciousness as being events which "define" grassroots gravel, we might get a clearer picture. 

"Gravel-adjacent"? Maybe. Influential? Definitely.

Besides, this wet and windy Spring has kept me in the house more often than not, so as you long-time blog readers know - When I have time to think, watch out! Ha!

You know what they say about an "idle mind", don't you?

So, this idea will get explored more in upcoming "Where We Came From" posts and perhaps I can even come up with a few race directors to interview for the podcast. We will see.

Another positive concerning this idea is that I will get to "mine" the old dormant "Gravel Grinder News" blog I used to run for source material. Two of today's images coming from this treasure-trove of information.

So stay tuned for more on the events side of "Where We Came From" and I hope some of you will chime in with ideas for events to include in the series. I will be doing profiles on each one working from any suggestions I get up to the obvious events which would have to be included here. 

Thank you for reading Guitar Ted Productions!

Stan's Biobased Bike Care Products: Review Intro

NOTE: Stan's sent the Biobased Bike Care Products, Stan's Exo-Core valve stems, and Stans DART tool for review to Guitar Ted Productions at no charge. GTP is not being paid, nor bribed for this post and all opinions are Guitar Ted's.

 Stan's  recently introduced a new line of "biobased" products and sent a suite of these to me here to check out. The products are centered around lubricants, maintenance, and cleaning. I also received a set of Exo-Core valve stems and a Stan's Dart tool with the accessory handlebar mount. 

I will be breaking out separate reviews on several of these products and accessories over the next couple of months. This post will get you acquainted with what I have and I will let you know what my plans and expectations are for each product. 

Stan's had Whistler Performance Labs develop lubricants and oils by manipulating the biomaterials and their properties into products for your bicycle. They claim these products will not harm the environment if/when they get washed off your bicycle. All products are USDA Certified Biobased and come in bottles which are 100% recycled "sea plastic". The grease, lubricants, and oil are products of Canada.

Lubricants: Let's get into the lubricants first. While Stans may not be the first name you think of when it comes to grease and chain lube, they hope to make a mark with the following offerings.

First up we have Stan's Biobased Wet Chain Lube. ($13.00 USD) This is intended for mixed to wet conditions and has a unique "Emulsifite Technology". This is a feature which allows you to clean your chain after the lubricant gets dirty by spraying it with water. This allows you to re-lube the chain again.

 Next we have, (obviously) the Stan's Biobased Dry Lube. ($13.00 USD) This PTFE free lube is meant for your dry conditions and promises longer component life. 

Then we have the Stans Biobased Grease ($15.00 USD) A waterproof, safe for seals and elastomers grease for general maintenance purposes. 

Finally we have the Stans Biobased Forkboost ($13.00 USD) This oil helps to reduce "stiction" and lubricates seals on suspension forks. Safe to use on all fork seals and is PTFE free. 

Stan's Biobased Bike Wash ($15.00 USD) is a cleaner which promises to cut the gunk and grime off your bike to bring back that shiny thing lurking beneath all the gravel dust.

Non-corrosive and free of VOC's and phosphates, this cleaner is safe to use on any frame material. 

Comments: My intentions here are to run the dry lubricant in a Guitar Ted Lube-Off over the riding season. The Wet lube will be a little trickier since we would have to rely on wet/rainy weather, which may or may not happen here. I will try the Wet lube on my commuter bikes though, since those have the better chance of seeing rain or any sort of moisture.

The Forkboost oil will go to N.Y. Roll who will use it on his Santa Cruz Blur. I don't do suspension at this point, and honestly, I told Stan's not to send the Forkboost, but they did. (You can thank me later N.Y. Roll!) I will get him to chime in with a report on how this works for him later on into the Summer.

The Bike Wash will go to work at the Cedar Valley Bicycle Collective where it will see use on a myriad of dirty bicycles and when I get a few, or several, bikes cleaned with this product I should have a handle on how it works enough to come back with a final word on the product in a few weeks.  

But wait.....there is more.

Stan's also sent over their Exo-Core valve stems for tubeless usage. There also was a Dart tool and Dart Tool handle bar mount in the box. So, let's take a look at these tubeless accessories. 

The Exo-Core stems are a unique design with a promised higher flow rate, a resistance to clogging, and which come in various lengths to fit most rim depths. You can even get custom colors to match your bike's other components. The Exo-Core stems cost $55.00 USD.

Next up we have the Stans Incredible Dart Tubeless Repair Tool and Incredible Dart Handle Bar Mount.

This precision Swiss made tool will deploy three Stan's Dart plugs (included) to repair tubeless tire punctures. Stan's partnered with Daysaver to make this 27 gram tool which can be mounted in a handle bar with the separately sold Handle Bar Mount.

The Dart tool goes for $72.00 USD and the Handle Bar Mount is another $32.00 USD.

Comments: The Dart tool and handle bar mount will go in my kit and we will see if I have to use it or not as time goes by. Before this happens I will do a separate detailed look for both of these pieces.

The Exo-Core stems will also be detailed out, installed on a wheel set, and I will get some new tires to air up using them to see how the claimed higher air-flowing valve helps out or does not help.

In the meantime, please check out these Stan's products via any of the links in the post or go to www.stans.com for more on these products and all of Stan's offerings. 

I should be back with a look at some of these products in more detail very soon. Thanks for reading Guitar Ted Productions.

Early Thoughts On Gravel Growth

 In celebration of the twentieth year of this blog, I have a few tales to tell. This post is one of them. This series will occur off and on throughout this anniversary year, I hope to illuminate some behind-the-scenes stories and highlights from the blog during this time. Enjoy!

 In 2012 about this time of the year I had just put on the eighth Trans Iowa event. There were tons of other gravel events with several years of editions behind them. There were also a lot of new events hitting the internet with promises of challenge, scenery, historical context, and fun times. There were new products designated as "gravel" products by this time, which was a new thing. Gravel cycling was in the midst of changes.

Gravel was changing by 2012 - Image by Wally Kilburg

I sensed this by 2012 and wrote a post saying as much back in May of that year. It was kind of a prototypical post which pointed toward my "State of the Gravel Scene" posts I started writing in 2018.

The post I wrote in 2012 is interesting, to me at any rate, because of who commented on it. There were two regional publishers and one current Gravel Cycling Hall of Fame member in there chatting about what they thought of all the changes going on.

Of course, looking back on this thirteen year old collection of thoughts about where the gravel cycling scene was headed should tell you a few things. One: Gravel wasn't "new" then and it isn't now either. A lot more about the gravel cycling scene has passed away than anyone probably even considers today, unless you were around in the scene then. There are things people would be shocked by which we accepted as common practice back then. (Cue sheets, no chip timing, no aid stations, etc.)

But it wasn't about products aimed at gravel riders, it wasn't about event innovations, it was about what one of the commenters said, which was: "You don't have to be Joe-racer-head to really enjoy one of these events." It was also about this, which another commenter said, "The interest in off piste cycling events is growing in general (simply) because they are less mediated and more fun (focus on fun)".

I also was able to discuss this on my last two podcasts in the "Where We Came From" series and I think the general consensus is gravel cycling has become more about "joe racer-head" and it has more mediation and  less focus on fun. At least in the upper echelons of the sport.

One thing is certain, which is gravel cycling is as big world-wide as it ever has been. Is this sustainable? Ehh...... Who knows? I will say the subject has been one which has been written about a ton here on this blog for the past twenty years, and today's highlighted post is evidence of this.

Weekly Top Five (4/19 - 4/26)

 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.

The first woman to finish a Trans Iowa, Janna Vavra at T.I.v7

 It Was Twenty Years Ago Today: April 23rd, 2025 - With the twentieth anniversary of the first Trans Iowa this year, I wrote this post about a month ahead of time and refined it over the ensuing weeks to make sure it was what I wanted to say about this occasion. Apparently it was good enough to get the attention of many readers because it was the single best one day viewing of a post here in a long time.

Rene Herse TPU Tubes Review: Part 2: April 22nd, 2025 - The long awaited follow-up to the opening review on these tubes gained the number two spot on the list this week. 

How Wide Should Your Drop Bars Be?: November 20th, 2023 - Dropping one spot from last week, I mentioned you might see this post crop up on this list a lot. Well, here you go....

Where Were We?: April 19th, 2025 - A post about cue sheet navigation and its effects on Trans Iowa riders was the number four most viewed post this week. 

On The Bunny Trail: April 20th, 2025 - This post fell on Easter this year, just like the story the post tells about Trans Iowa v7, which fell on Easter Weekend, 2011.

Four Wheels, Gravel, Dirt, and Craziness

 In celebration of the twentieth year of this blog, I have a few tales to tell. This post is one of them. This series will occur off and on throughout this anniversary year, I hope to illuminate some behind-the-scenes stories and highlights from the blog during this time. Enjoy! 

Today and tomorrow will feature things from Trans Iowa and how those things were featured on the blog. Then next week I'll delve into my reportage of the events here, and then we'll be done with Trans Iowa related subjects in this series, so if your are getting a little 'T.I. fatigue', I get it, but there is no denying the fact of Trans Iowa being a 'big deal' here on this blog.

Trans Iowa v2 recon was done partly with a 1996 Toyota Camry

Over the years of doing Trans Iowa I must have driven or ridden in a car for around 15,000 miles, or probably more. Most of that being on gravel roads and some Level B dirt. To do all of the recon and day-of event driving we had to use cars and trucks. This post will detail some of the vehicles which made an appearance on the blog.

A few were only referred to and never really shown fully here, like Jeff  Kerkove's Mazda 3, which did two complete passes of the first Trans Iowa course. That vehicle also was used for Trans Iowa v2 course recon. I did a bit of recon in a 1996 Toyota Camry for this version of Trans Iowa as well. Let me say here that compact cars do not make a good gravel recon vehicle! We had this confirmed later as David Pals and I used his Volkswagon Beetle on a sub-zero recon for Trans Iowa v4.

Trans Iowa v3 saw the debut of my 1991 Honda Civic hatchback wagon which I referred to as "The Dirty Blue Box". This vehicle was used for recon and the event for v3, some recon duties for v4, recon and the event for v5, and was then retired due to a failed distributor and struts which needed replacement. Those repairs being more expensive than the car was worth.

The Dirty Blue Box after getting stuck in a muddy Level B road during v4 recon.

I remember after v5 and having driven the entire weekend in that Honda. I was sooo beaten up due to the non-existent suspension and the poor ride quality of that car on gravel. Otherwise it was a nimble vehicle and amazingly adept off-pavement. I was able to push it out solo when I got stuck in a muddy Level B road once due to the lightweight nature of its construction.

I then used a 1999 Lexus as a recon and event day vehicle, one year overlapping with the Honda's service. During v4 it was the vehicle we stuck finishers in to warm them up. David Pals also used a couple of his vehicles for Trans Iowa, with the aforementioned Beetle and another Volkswagon SUV for v6.

After the Honda failed I purchased the "Truck With No Name" which had the longest run with Trans Iowa. From doing v6 recon all the way to recons for the last Trans Iowas, the "TWNN" was there. This truck was purchased with gravel travel in mind.

Although this truck was two-wheel drive, it got me through some dirt roads which I was amazed we were able to get through. Probably the most memorable moment for me in the TWNN was the half-mile drift on a muddy Level B road during T.I.v8 when I somehow managed to keep out of the ditches and thread the needle between passing cars while crossing a county blacktop.

While the TWNN served through the rest of Trans Iowa's run, we used several other vehicles through the last seven Trans Iowas which deserve mentioning, along with their owners. Most notably, Wally Kilburg and George Keslin, who used George's Ford F-150 4X4 several years in a row for recons and photography duties during several Trans Iowas.

George Keslin's F-150 immediately after fording a muddy Level B Road I thought we'd get stuck in!

Tony McGrane assessing his situation during T.I.v12

Tony McGrane always had a Ford F-150 4X4 at the ready to assist with event day at Trans Iowa also. His getting stuck in T.I.v12, and his subsequent spectacular unstucking of himself will always stand out as a chief memory for me at Trans Iowa. Tony probably used at least a couple different trucks during his volunteering days for Trans Iowa as he routinely upgraded vehicles. One note a lot of folks may not know, but Tony did the final recon to check cues for Trans Iowa v14 solo in his Ford. I'll always be grateful for that!

Matt Gersib's Subaru Forester was invaluable during the last few Trans Iowa events.

 The last vehicle and owner I will mention here is Matt Gersib's Subaru Forrester. If there ever was a chase vehicle suited for Trans Iowa, it was this one. Economical, nimble, but totally off-road capable, as evidenced when Matt drove Tama County's 270th Street Level B road. Yes! He drove through that section!

If you know this road, you will understand what a feat this was. It is something that scared the crap out of me when Matt decided to traverse this difficult, and most of the time, impassable road. But he made it and it remains as one of the best Trans Iowa ,moments I ever shared with anyone.

Of course, there are so many other vehicles and memories I could share, but these were the chief ones. I know I probably forgot someone or some cars or trucks, so if you have any chief memories which align with this post, let me know in the comments. 

Friday News And Views

Image courtesy of Keith Bontrager's social media.

"First Bontrager bike with a license plate."

  Since the advent of putting electric motors on bicycles, I have posited this idea would evolve into fully electric powered, two-wheeled vehicles. It would appear that Keith Bontrager, now retired, has been tinkering with just such an idea and has published an article on Medium detailing his efforts.

The article is long and essentially takes you from Bontrager's initial thoughts on electrified bicycles through his evolutions in prototyping and finally to a vision for the future which he feels will pull more people out of cars and on to two-wheeled transportation. 

This quote is pretty much the overall philosophy he has regarding pedelecs versus fully motorized two-wheeled vehicles: "An electrically powered bike without the pedals is likely to appeal to a large portion of the population who are not too wild about pedaling a bike around. If pedaling is not important to those folks, why not just remove them. That will reduce cost and complexity, and add useful cargo space."

Comments: I urge you to read Keith's words and caution you that much of it is technical in nature, but will reveal a reality I think is coming. That being the fully-electrified, no-pedaling vehicles with two wheels which will be what people really want. Cyclists will have a hard time with this, yes, but Keith's vision is what will be successful in the end, not restricting electrified two-wheeled vehicles to having to be pedaled.

Image courtesy of Black Mountain cycles

Black Mountain Cycles Reissues Road Frame/Fork:

Five years ago Mike Varley of Black Mountain Cycles discontinued the Road frame and fork from his steel bicycle line.  However; interest in having more made for the Japanese market has sparked a reissuing of the frame and fork in its original colors

The frame and fork can handle 32mm tires with ease, maybe 35's, and has fender mounts. This is a 'true road bike' so only caliper brakes here. The price is tentatively set at $895.00 USD depending on "what the hell" goes on with tariffs. 

You can learn more from the BMC Road page HERE. 

Comments: I usually do not talk much about pure road bicycles here, but I do have two BMC's for gravel and they both have been excellent bicycles. I have seen one of the original BMC Road bikes up close and they look really nice. I've been told they ride even better than they look. For the asking price, this is a killer deal and would be a better bike than whatever aero nonsense bike you can name would be for most riders.

Hmm.... I have an old Colnago which can run wider tires but for the fork I have on it now. This bike would solve my road bike issues and have tires the size I'd actually want to ride.  Very tempting....

Image courtesy of GRVL

GRVL Hydration Packs:

GRVL, a newer name in the market for gravel riding aficionados, has just introduced a new hydration pack for gravel riding. Featuring recycled materials in its construction, the pack is made to allow for ease of use and to provide the usual hydration pack benefit of having a water/hydration fluid available to the rider without reaching down for a water bottle. Many riders say a hydration pack makes them drink more due to the ease of accessibility to their hydration fluids. 

Other benefits and features include:

•  Hydration Bladder Included – Easily removable for convenientfilling and cleaning.

● Tailored Fit – Adjustable shoulder and waist straps with
elasticated sections provide a snug, comfortable fit that
allows for unrestricted movement and breathability.
● Quick-Release Harness – A simple 1-click, 4-point system for
effortless on-and-off functionality.
● Secure Storage – One large zippered compartment for the
hydration bladder and essentials, plus a hanging loop for easy
drying and storage.
● Reflective Detailing – Enhancing visibility for early morning
and late evening rides.

The GRVL Hydration Pack costs approximately $127.00USD depending on tariff situations at the time of ordering.

Comments: Hydration packs have always made a lot of sense for many riders. This version of the idea looks great, is made responsibly, and should work well. One thing - They only offer this to fit "up to" a 44" chest size. Well.....that leaves me out. Also, the I find their lack of vowels.......annoying.

Shimano 100 Works Book:

An incredible gift from a former co-worker and blog reader came on Tuesday of this past week. It is a 'coffee table' book of Shimano's 100 "best" products celebrating 100 years of Shimano's existence back in 2021.

According to my research, which could be wrong, this book was made available by lottery to those who entered to possibly be chosen to purchase one of 100 copies of the book which were published.

In following with the theme of 100, these books originally went for $100.00 dollars each, if you were chosen to buy one. I have seen a few on ebay with higher asking prices, so if you were to want to get one, it is possible, I guess.

I've no idea how my benefactor was able to get a hold of this, but obviously he did and now I have it in my possession. It is pretty humbling to think someone would want to buy this for me.

So, a public "thank you" was necessary and you know who you are who deserves this acknowledgement. Thank you!

Where We Came From:

In case you missed it, another couple of podcasts dropped this week in the "Where We Came From" series which is a podcast and blog post series describing how gravel cycling came to be, who were it's movers and shakers back in the day, and how things were done back then which led to the dominance of gravel cycling we know now in 2025.

On the occasion of Trans Iowa's 20th anniversary, I interviewed Jeff Kerkove, the co-founder of the event and one of the main influencers of how events were done  back then. In this episode you'll get Jeff's remembrances of how the event came together, his background as a cyclist which was important to getting gravel cycling and culture headed in the direction it ultimately went, and his thoughts on Trans Iowa's influence.

That episode can be listened to on Spotify HERE or you can get it on your favorite podcast provider platform. 

Next in the series we were able to corral a local gravel grinding pioneer, Mike Johnson, and get his take on how the early gravel scene worked and what he used to conquer events like Trans Iowa, the DK200, and other events leading up to his successful Tour Divide attempt. 

Mike shared what it was like before there were gravel specific tires, bicycles, and accessories. How nutrition needed to be figured out for ultra-distance events. Things like lighting, mud clearing, and clothing were all unknowns facing these early gravel pioneers and Mike was giving us great examples of these challenges they all faced as gravel grinders.

If you want to give this episode a listen you can check it out on Spotify HERE. 

Both these podcasts also help mark the 20th anniversary of the first Trans Iowa. I could have chosen many others to do this with, but this came together in a hurry and it worked out well for all involved. I suspect others from this era of Trans Iowa and gravel events in general will get their shot at telling their stories as long as we can record them. Stay tuned for more...

That is a wrap on this week! Get out there and ride some bicycles!

Tree In The Road Ride: Lodging, Camping, Route Details

I announced this ride last week HERE, so if this is news to you, please go back and check on the announcement for some pertinent details.

This post will cover options for camping and hotels along with some thoughts on the route.So, let's dig in...

Camping: There are two spots in Atlantic which are available for camping. One is called the Schildberg Recreation Area. This is on the outskirts of Atlantic, Iowa to the North of the town. There are RV spots available at a pretty reasonable rate.

The other in-town spot is called Sunnyside Campgrounds which is part of a fairgrounds complex on the Southwestern side of town. This might be better for those wishing to use a tent.

Hotels/Motel: there are two motels near Atlantic on Highway 6 and one Northeast of town along Interstate 80. The two near-town choices are the Rock Island Inn & Suites and the other is America's Best Value Inn & Suites. The motel by I-80 is the Days Inn by Wyndam Suites Atlantic. 

NOTE: I am not recommending any of these camping or motel choices. You should, and need to, do your own research and your choice is your responsibility. I am merely providing the links and references for your convenience.

Note On The Route: Blog reader Rob has ridden a loop out of Atlantic and has provided me with a GPS track which I have been researching. The route he used has been modified to eliminate a private road which was not private when Rob first made this route. I also have a few options I could inject here, but first, before I do any mods, I am going to give you some route highlights and see what the reaction is. (See the intro post, linked above, for specific route highlights and their mileage in the route as drawn up) 

So, as it was originally put out, the Tree In The Road comes early in the route. This is doing things anticlockwise. If we went round the other way, the Tree would come about 18 miles from the end of the route. HOWEVER; this would put the long section of bike path first, which is a maximum 3% railroad grade climb to Audubon, which is about halfway into the loop. Not quite, but almost. Going the other way puts all the climbing in the front end of the course and Audubon comes about six miles after halfway in. 

Additionally, I could put in more gravel at the end, but the mileage would go up. The flip side is keeping the bike path all the way to a few miles outside of Atlantic and having to ride a big chunk of that along Highway 71. The route, as written, is at 65.2 miles, so a bit more than a metric century. 

Okay, that is all I have for you this time. Give me your feedback in the comments or email me. I'll update this after I get your comments. If I don't get any comments I will assume no one cares and that I can proceed as I deem fit. (Note: You may not want me to do that!)

It Was Twenty Years Ago Today

April 23rd, 2005. The moment the Modern Gravel Era started

 Twenty years is a long time when it comes to people's memories. Things are so quickly forgotten now and no wonder. We have a fire hose of information streaming into our faces on a daily basis. How anyone can remember anything these days is amazing when there is so much going on.

So, I started doing a "Where We Came From" series to remind those folks who may have forgotten, or just as likely - are too young to know - about gravel goings on back in the 2000's.

On the other hand, it may seem a bit presumptuous of me to write a post ballyhooing the "start of the Modern Gravel Era" when I was part of the story. Perhaps it might seem a bit more "authentic" if someone else told the story and put the honor of starting the gravel scene as we know it today on Trans Iowa. My take is that no one else is going to bother to point this out in cycling media, and how much more "authentic" can you get when I was there from the get-go. So, take this for what it is - an eye-witness accounting. 

The first Trans Iowa was more than a starting point for modern gravel cycling, it was a huge turning point in my life. The morning of the event marked my introduction as an "event director", although at the time, I felt like anything but an event director. In my mind, I was a "volunteer", a nobody. I was there to "help" and while I was willing to do whatever it took to get the event completed, I had no idea  what this might have meant going in.

Jeff Kerkove circa 2004

Someone who did have an idea of what was going on was the co-founder of Trans Iowa, my friend, and co-worker at that time, Jeff Kerkove. Jeff had been dominating XC MTB in the Mid-West and especially in the realm of solo 24 hour racing in the early 2000's. He was fairly well known in those circles. Since Jeff had a blog, which he posted to nearly daily back then, many cyclists who followed ultra-distance, endurance, and XC MTB were fans of his before Trans Iowa. 

Because Jeff had an audience, and because he was well aware of many of the facets of endurance cycling we'd need to be aware of in putting on Trans Iowa, his participation in the first event, both as organizer and racer, was invaluable. His connections within this community and with sponsors, who loved Jeff, by the way, were also of incalculable worth to getting this off the ground.

An example of this was not well known, and probably still is not, but Jeff had a good relationship with Mike Curiak, he of Iditarod fame, and who was part of the group who put on the first Great Divide events, which became Tour Divide later on. Mike was well versed in self-supported, long distance events, and he was leaned on heavily to help us out with the rules and formatting of Trans Iowa. Many of today's 300 mile type course events such as The Long Voyage at Gravel Worlds, the "XL" at Unbound, and the Mega Mid-South have Mike Curiak to thank for the ultimate end inspiration for such events on gravel. We may have introduced many to gravel as a way to have this "Type 2 Fun", but without Mike Curiak's assistance, this type of challenge probably would not have reached as many people as it has.  

Another huge moment came when Richard, "Deke" Gosen asked if we wanted to merge our event ending with his Decorah Time Trial MTB event being held on the same weekend in April as Trans Iowa. Jeff and I went to Decorah to meet with Rich and he sat us down to ask us a few questions about this new event we were going to put on. It was like an interview, to be honest, with the pivotal question Rich asked being kind of a philosophical touchstone for the rest of Trans Iowa's historic run. The question?

"Would you guys be okay if no one finished this event? Would you be alright with that?"

I remember Jeff turning to me after a brief pause and we met eyes. We agreed then and there that Trans Iowa would be an event no one might finish, and that this was just fine by us. Rich responded with a slap to the knee and said "Good! That's what I was hoping to hear!" 

Jesse LaLonde with the 1000 yard stare at the end of  his T.I.v2 Image by J. Kerkove

There were a lot of things I was soaking in during those days. I felt like I was in over my head at many points, and the level of competition at the first Trans Iowa really made me feel out of my element. Who was I to tell these, at that time, stalwarts of the endurance MTB scene, what to do?

This was where I fell in love with putting on this event. The way I was accepted, the way I was treated by these people, was completely different than what I had experienced participating in the late 1990's MTB scene. 

A lot has been made of the "gravel family' - One event in particular has co-opted the term as one of its main marketing slogans. But this facet of the early gravel scene was not born with the Modern Era of Gravel. It existed outside of this scene and was adopted by it mainly due to the influences of those ultra-endurance freaks who came to the first gravel events. It was they who instilled this part of gravel culture into the mix, and I was a recipient of this first-hand in 2005.

At any rate, this was another thing I wanted to curate and preserve in Trans Iowa. The entire familial, personal experience thing. This is why the Pre-Race Meat-Up was of such importance to me. It is why I cherish the hangs while the event was winding down at the finish line on Sunday. It all was sparked by my experiences interacting with those endurance freaks of the past.

 I learned a lot before, during, and after Trans Iowa in 2005. I grew as a person by leaps and bounds due to being involved in Trans Iowa. I was afforded the opportunity to learn from so many great people. It boggles my mind today to think of it.

 A gift to me from Kimberly Bruer and Jeremy Fry, this shows every T.I. site header except T.I. v1. Note the banned V8 header rarely shown.

 Apparently, by the reactions I received over the years and by the results I have witnessed which came out of Trans Iowa, this day in 2005 was a pretty significant day, not just for me, but for many. I cannot imagine what things would be like now had Jeff and I, at any time during the first two Trans Iowas, had thrown in the towel.

 Yeah, you can certainly argue that other events were "gravel" before Trans Iowa. You can say other people were integral to gravel getting off the ground, and I might agree with your choices. But I do know history would not be the same without Trans Iowa, and that Trans Iowa was the reason many other things happened in the gravel cycling realm. I know I would not be who I am without Trans Iowa or gravel cycling. That's enough for me.

Check out the companion podcast with Jeff Kerkove HERE.

 So, I celebrate today with fondness, thankfulness, and love for what has happened, and especially for the people I have been blessed to get to know. Ultimately, those people are what matters the most.

If you are a part of gravel cycling - Thank you! I appreciate you all, and while I may not know you, I feel you are an important part of the story of gravel.

Keep Riding!

Guitar Ted

Rene Herse TPU Tubes: Review Part 2

 Note: The Rene Herse TPU tubes were purchased for use by Guitar Ted. Rene Herse is not aware of this review, nor do they sponsor this blog or Guitar Ted in any way. All opinions are Guitar Ted's.

This is the second installment of my look at the Rene Herse TPU tubes. My first installment can be seen HERE. I know I promised an update sooner than this, but the weather, specifically the wind, has been awful here over the past month. So, the update is here now. Let's get on with it....

I have done a few neighborhood test rides on the bike and a longer gravel ride finally happened this past weekend. I ended up going with 30 psi in each tire after fiddling around with various settings. I could go lower, and I have, down to the upper 20's. The best balance, in my opinion, between ride feel, resistance, and traction was had at the 30psi setting. This is for my weight, and your mileage will vary.

Initially I thought the tubes in the Cazadero's felt similar to tubeless, In fact, it was indistinguishable from when I ran these tubeless. Pressures were similar as well. It wasn't until I did the gravel ride that I felt something different.

I'm not sure how to describe this, as this feeling is new, and not like a tubeless tire or a butyl tubed tire. It wasn't bad, but it did not feel like most of my bikes which are set up tubeless.

I noted the Cazadero's were conforming over rocks and bumps pretty nicely. This was similar to tubeless. If anything, the TPU tubes made the ride ever so slightly less supple, which makes sense to me.

It was something else which I was picking up on though, and I still cannot quite put my finger on it. I would say now it almost sounded different at times when I was hitting bigger rocks, bumps, and the like. It was the sensation of the plastic TPU making a sound inside the casing, like it was slapping or something, but this wasn't quite what I was feeling/hearing. It also struck me later that it could be the aluminum valve banging off the rim's valve hole. Since you cannot affix a Presta valve nut, I could see this happening.

Like I say, it isn't something I've felt before, nor something I am 100% sure what it is yet. And again - It does not affect the performance aspects of these tubes. But out on the gravel, I could tell these tires were not tubeless. I'd like to try these in other tires first, but.....

I'm not sure I can reuse these with good results in a different tire once they have conformed to the size the TPU has stretched to. Maybe another 50-ish millimeter tire would be okay. And if so, I'd need to get those tires. Otherwise I would need a new pair of tubes. And here is the crazy part, a pair of Rene Herse TPU tubes cost as much or more than one good tubeless tire. So...

I'll keep these in the Cazadero's for the time being and keep rolling on to see if I can get a bead on what it is I am feeling here. Stay tuned....

Brown Season: Bumpy Ride

Escape Route: Burton Avenue.

Well, the weekend was bracketed by bad weather here. Friday was just weirdly moist. It never really rained outright, but it was misting off and on and it looked like it could go full-on rain at any minute. Not a very good day to ride.

Sunday was Easter, but it also rained, so Saturday, which was actually rather pleasant, was the day to ride, so I did. I had to wear some warmer duds since it was only in the 50's and the breeze was out of the North. I decided to ride the pink BMC MCD and head North out of town up Burton Avenue.

I had to wait until after lunch since I work Saturday mornings. I managed to also get off any family duties after asking Mrs. Guitar Ted about making a short ride plan. I would only have about two to three hours to get something in, but that is enough. So, I headed out at about 2:00pm.

The ditches are turning greener. Brown Season is coming to a close.

The ag traffic is high now and the roads reflected this.

Right away I noted there were a lot more bumps, lunging feelings, and roughness to the road. I figured out this was all caused by agricultural equipment. It seems these beasties are so heavy they push, compress, rut out, and deposit field dirt which all contributed to the weird feeling road experience.

An image from the highest point on my ride, just North of C-57 on Burton Avenue.

This cool barn and outbuilding complex is just South of the St. Pauls Church and on the opposite side of the road.

I don't know what it was, but I was not feeling it on this ride. Maybe it was the Northwest wind, which was stronger than indicated by the weather people, but then again, it almost always is out here. It could be I wasn't rested. It could be I just haven't gotten in the miles due to all the stupid wind we've had so far this year. Probably all of that, actually.

Stopped for a quick breather here.

This controlled burn is so fresh it was still smoldering when I passed by.

Things got a little better when I turned East on Gresham Road. I had something of a tailwind and I felt a bit easier than I had been feeling. The road was pretty much all fresh gravel, but with the all-day moisture event we experienced the day before this gravel was not shifty and like marbles under the tires. So, it was a lot less difficult than it could have been.

Moline Road was smooooth sailing!

Farming activities are starting to ramp up out here.

Turning South on Moline Road was the best part of the ride. The wind was a quartering tailwind, the road was way smoother, and the rollers made for fast, fun riding on the way back. I ended up doing just over two hours with one minor stop. It was all I wanted to do, to be honest, with the way I felt. I need to get out there more consistently to start getting myself into some semblance of "gravel shape". 

Hopefully this weather straightens up so I can do this. 

On The Bunny Trail

 In celebration of the twentieth year of this blog, I have a few tales to tell. This post is one of them. This series will occur off and on throughout this anniversary year, I hope to illuminate some behind-the-scenes stories and highlights from the blog during this time. Enjoy! 

 We are in the final stretch of celebrating the 20th year of blogging here at Guitar Ted Productions. In about a month the day will arrive which will mark when this blog started. Expect there to be a bit more 20th Year posts as the day approaches.

A Level B road in Tama County during Trans Iowa v7, Image by Steve Fuller

When David Pals and I started thinking about running a seventh Trans Iowa the date of the event was sort of a given. By this time I had determined I would set Trans Iowa's date whenever the last full weekend of April was. This had been the default anyway, with the exception of Trans Iowa v5, which I pushed back to being the first weekend in May due to my involvement covering the Sea Otter Festival in mid-April. Having a week of separation between those events was not ideal for putting on Trans Iowa

But by 2011, when Trans Iowa v7 was run, I was no longer doing a trip out to Sea Otter, so we were solidly back to the last weekend of April for Trans Iowa. It wasn't until registration for T.I.v7 was about to open that I was made aware by a potential entrant that the weekend we had chosen was Easter weekend.

I had a small bit of anxiety over this. I understand the importance of this event to many, including myself, and was afraid we'd get a lot of push-back over the date if we stuck to it. I was in favor of changing the date, but David allayed my fears and sent me some information about how Paris-Roubaix had been held during an Easter weekend once upon a time in heavily Catholic (at that time) France and there was no real issues with this happening.

So, I capitulated and put my fears behind me and we forged on ahead with it. Trans Iowa v7 was one for the record books. We had eighteen finishers that year out of 76 with 40 of those riders being "rookie" first-timers. We had our very first female finisher of a Tans Iowa in Janna Vavra. It would turn out to be the last Trans Iowa I put on with David Pals as co-director.

John Gorilla finishes T.I. v7 on a prototype Warbird with his wife Adele looking on. Note the bunny ears.

 We had a crazy, epic flip-flop during the last hours of this event where leader John Gorilla, riding a prototype titanium Salsa Cycles Warbird, had five flats and relinquished his lead to eventual surprise winner Dennis Grelk. John ended up coming in fifth place.

We had one of the legendary stories of the early gravel days happen at this event. Earlier in the event, on Saturday morning, Corey "Cornbread" Godfrey blew his derailleur off his bike and damaged his frame to the point which he was looking like a sure DNF. However; he hitched a ride back to the start in Grinnell, had the local bike shop fix his bike up as a single speed, returned to the course, and caught up with some buddies. He ended up riding the entire rest of the event. Although he had to be DQ'ed for outside assistance, his determination to ride and complete the course was without peer, and stands as one of the outstanding accomplishments of Cornbread's Hall of Fame career in gravel.

It turned out to be quite the Easter Sunday that year, and is one I won't soon forget, especially since this was the event which was documented by Jeff Frings and won an Emmy award for regional best documentary. That documentary is called "300 Miles Of Gravel", in case you are interested in seeing it.