Crank-Crankity-Crank-Crank: Revisted

I'd run this crank on my Gen I Fargo for what? A decade?

 Last year one of my most read posts was one I did in January titled "Crank-Crankity-Crank-Crank". In my review of the most popular posts for 2021, it ranked #7. I said about it at the time: "This is a paean to the triple crank, on one hand, and a severe criticism of 1X drive trains on the other, all tied up at the end with a whimsical prediction for the future".

 Well, being a strong believer in triple crank sets, I am always on the lookout for them. We had a road bike, mind you, come in with a total mish-mash of parts on it down at the Collective. It was obvious that it was going to have to undergo a complete transformation, because, amongst other things, you simply do not put a MTB triple crankset on a road bike. 

Whilst tearing the bike down, I noted that the crankset was an XT from around the late 90's, maybe. 110 BCD, 5 bolt, square taper kind of gives it away as something not from this century. Anyway... As I took it off I noted that it was in great shape for such an old crank set. Maybe some marring due to bouncing around in various bins over the years, but no heel marks or snubbed crank ends like you'd expect to find on a well-loved MTB crankset that is around 25 years old. 

Huh! I'd forgotten that my old crankset was a 170mm!

Then I flipped it around looking it over. "Hmm....I wonder what the length is.....HOLD ON! 180mm?!!"

Yes, a super-rare 180mm triple crank from the halcyon days of 26"er MTB. How these escaped being converted into a single speed crankset, I will never know, but I am betting these were bought on close-out and then never put to use. Well, until they ended up on this 80's era Vitus! Ha ha! What a deal!

So, I purchased them from the Collective and brought the set home. At first I did not have a plan for them, but since they were square taper compatible, that led me in a certain direction.

I knew that my Gen I Fargo was overdue for a drive train maintenance. Everything was pretty old on it. The 9 speed chain was tired, the cassette, an old one from the late 00's, needed swapping. That old chain set I was using, a rare Deore cassette style with a square taper interface, (most of this series of Shimano crank sets were Octalink), had been in service for at least a decade. This better condition, XT 180mm armed crank set was a shoe-in to replace that old Deore one. Plus, the XT has the far more commonplace 110/74BCD pattern chainrings.

The XT crank is appealing for its more common chain ring sizes.

While that XT crank very well could be an 8 speed model, a 9 speed chain will work on it just fine. Well....for me it will. Your mileage may vary. I seem to get away with mismatched stuff far better than most. That's not a brag, it's a warning. I don't want anyone coming back here and blaming me for their mismatched components failure. So, don't do this...

Anyway, the main point here is that I had 170mm cranks and now I will have 180mm cranks. Many, many theories exist concerning crank length. I'm not doing this for anyone else's benefit, but I am sharing my experiences as I go along.  Once all the parts are replaced in my drive train, I'll let you all know how it goes. If you find crank length discussions interesting, well this could be for you.

The proof.

Another interesting nugget here is that the ring sizes are 48T/36T/26T. This replaces my 42T/36T/28T set up. I checked the chain length and while it goes into "big-big", it should really have one more link than the current, worn out chain has. Making a note here....

So, I'm going to end up with a wider range than I had before, and a longer crank by 10mm, which an old school touring jockey would tell you affects the gearing range too. Yeah..... That's over my head. If I had to guess I'd say longer = more gear inches/higher speed and shorter would = lower geared/slower speed. 

All I can say now is that a longer crank set articulates my legs more, makes for a slower cadence, and a more relaxed heart rate. That's just me maybe. I just notice this with my 180mm crank set single speed bikes, which I have three of, at least, maybe four. I also have one single speed set up with 170mm cranks and I can spin faster than all get-out on that bike. (Just rode that one two days ago)

As installed on the Gen I Fargo.

So, I have to source a good 9 speed cassette and a chain, then I'll be good to go. I'm excited to give a geared set up a whirl with 180mm cranks again. I had a similar set up on a 26"er back in the 1990's when I used to race MTB. I loved that set up and I am hoping it works out on the Fargo. 

I'm even more excited that my Fargo will be good to go in terms of drive train stuff for quite a while again. I probably should redo the brakes and get new pads installed, but that can wait as the brakes are okay right now. 

Interestingly, the stock gearing on the Fargo was similar to this old XT set up. That too was an XT crank, but a HollowTech one with a 104BCD four bolt set up. I still have that crankset, by the way. 

If you are thinking I have a 180mm triple crank in silver from earlier, you would be correct. That is the one that Steve Fuller gifted me this past Spring, so that one is destined for the upcoming Gryphon build, which probably won't happen now until next year. The Gryphon frames and forks have been pushed back to December now.  

Yes, I like my 180mm crank sets, but I use all lengths. Most of my gravel bikes stuff is 172.5, I have some 175mm arm stuff, and then the 170mm and 180mm stuff. Got any questions? let me know, otherwise, stay tuned....

Crank-Crankity-Crank-Crank: Revisted

I'd run this crank on my Gen I Fargo for what? A decade?

 Last year one of my most read posts was one I did in January titled "Crank-Crankity-Crank-Crank". In my review of the most popular posts for 2021, it ranked #7. I said about it at the time: "This is a paean to the triple crank, on one hand, and a severe criticism of 1X drive trains on the other, all tied up at the end with a whimsical prediction for the future".

 Well, being a strong believer in triple crank sets, I am always on the lookout for them. We had a road bike, mind you, come in with a total mish-mash of parts on it down at the Collective. It was obvious that it was going to have to undergo a complete transformation, because, amongst other things, you simply do not put a MTB triple crankset on a road bike. 

Whilst tearing the bike down, I noted that the crankset was an XT from around the late 90's, maybe. 110 BCD, 5 bolt, square taper kind of gives it away as something not from this century. Anyway... As I took it off I noted that it was in great shape for such an old crank set. Maybe some marring due to bouncing around in various bins over the years, but no heel marks or snubbed crank ends like you'd expect to find on a well-loved MTB crankset that is around 25 years old. 

Huh! I'd forgotten that my old crankset was a 170mm!

Then I flipped it around looking it over. "Hmm....I wonder what the length is.....HOLD ON! 180mm?!!"

Yes, a super-rare 180mm triple crank from the halcyon days of 26"er MTB. How these escaped being converted into a single speed crankset, I will never know, but I am betting these were bought on close-out and then never put to use. Well, until they ended up on this 80's era Vitus! Ha ha! What a deal!

So, I purchased them from the Collective and brought the set home. At first I did not have a plan for them, but since they were square taper compatible, that led me in a certain direction.

I knew that my Gen I Fargo was overdue for a drive train maintenance. Everything was pretty old on it. The 9 speed chain was tired, the cassette, an old one from the late 00's, needed swapping. That old chain set I was using, a rare Deore cassette style with a square taper interface, (most of this series of Shimano crank sets were Octalink), had been in service for at least a decade. This better condition, XT 180mm armed crank set was a shoe-in to replace that old Deore one. Plus, the XT has the far more commonplace 110/74BCD pattern chainrings.

The XT crank is appealing for its more common chain ring sizes.

While that XT crank very well could be an 8 speed model, a 9 speed chain will work on it just fine. Well....for me it will. Your mileage may vary. I seem to get away with mismatched stuff far better than most. That's not a brag, it's a warning. I don't want anyone coming back here and blaming me for their mismatched components failure. So, don't do this...

Anyway, the main point here is that I had 170mm cranks and now I will have 180mm cranks. Many, many theories exist concerning crank length. I'm not doing this for anyone else's benefit, but I am sharing my experiences as I go along.  Once all the parts are replaced in my drive train, I'll let you all know how it goes. If you find crank length discussions interesting, well this could be for you.

The proof.

Another interesting nugget here is that the ring sizes are 48T/36T/26T. This replaces my 42T/36T/28T set up. I checked the chain length and while it goes into "big-big", it should really have one more link than the current, worn out chain has. Making a note here....

So, I'm going to end up with a wider range than I had before, and a longer crank by 10mm, which an old school touring jockey would tell you affects the gearing range too. Yeah..... That's over my head. If I had to guess I'd say longer = more gear inches/higher speed and shorter would = lower geared/slower speed. 

All I can say now is that a longer crank set articulates my legs more, makes for a slower cadence, and a more relaxed heart rate. That's just me maybe. I just notice this with my 180mm crank set single speed bikes, which I have three of, at least, maybe four. I also have one single speed set up with 170mm cranks and I can spin faster than all get-out on that bike. (Just rode that one two days ago)

As installed on the Gen I Fargo.

So, I have to source a good 9 speed cassette and a chain, then I'll be good to go. I'm excited to give a geared set up a whirl with 180mm cranks again. I had a similar set up on a 26"er back in the 1990's when I used to race MTB. I loved that set up and I am hoping it works out on the Fargo. 

I'm even more excited that my Fargo will be good to go in terms of drive train stuff for quite a while again. I probably should redo the brakes and get new pads installed, but that can wait as the brakes are okay right now. 

Interestingly, the stock gearing on the Fargo was similar to this old XT set up. That too was an XT crank, but a HollowTech one with a 104BCD four bolt set up. I still have that crankset, by the way. 

If you are thinking I have a 180mm triple crank in silver from earlier, you would be correct. That is the one that Steve Fuller gifted me this past Spring, so that one is destined for the upcoming Gryphon build, which probably won't happen now until next year. The Gryphon frames and forks have been pushed back to December now.  

Yes, I like my 180mm crank sets, but I use all lengths. Most of my gravel bikes stuff is 172.5, I have some 175mm arm stuff, and then the 170mm and 180mm stuff. Got any questions? let me know, otherwise, stay tuned....

Crank-Crankity-Crank-Crank

SRAM AXS FORCE

 When you have blogged for 15 plus years almost on a daily basis primarily on the subject of cycling, you end up hitting upon a few themes. One that I have come back to many times is all about gearing for bicycles. This is a very interesting subject to me, and apparently to many of you readers as well. I know because I've gotten the most feedback in the comments from writing about gearing. 

Besides offering up my opinions on gearing here, I get asked about gearing much of the time as well. Recently I was asked about low gearing for gravel/back road riding where you have to winch yourself up some steep grades. I was dismayed to have to answer that the bicycle industry has largely abandoned those who want to conquer steep, long climbs under their own power and then want to burn up the flats and down hills with higher gearing. At least this is the case for the type of  bicycling many are doing off-pavement all the way up to the edges of mountain biking. 

Manufacturers like to talk in terms of 'range' now. This is only a part of the story. Gearing range can be wide, and that is a good thing, but where does that 'range' start and stop? Is that 'low' enough for you? Maybe it is, but for many folks, only the gearing range that used to be offered by a triple ring crankset matched with a  decently wide ranging rear cassette really worked. You could dip lower and go a bit higher with gearing that way than you ever could with a double or a 1X set up. And again- I'll say it for the umpteenth time- 1X is very inefficient. 

As mechanics we are seeing this more and more. 1X systems are failing at shifting while still measuring okay on traditional chain measuring tools. The trouble is, chains are wearing out laterally instead of the traditional way, and shifting is negatively affected. Not only that, but now, due to the extreme chain lines induced by 1X systems, front chain rings, chains, and cassettes often have to be replaced all at the same time and more often, or shifting suffers. Good timing for all of this as well what with the parts shortages we are seeing. 

Most of this is stuff I predicted when 1X started coming out. The gearing range is one thing, but the system would be limited as to how fast or how low that gearing could be. Parts would wear prematurely due  to the extreme chain lines and smaller cogs in many cases. Now the parts shortages, that I did not see coming! 

Triple chain ring crank sets are really a great idea. You'll find out some day when one of the big companies comes out with a new set up that has automated front shifting so you won't have to think about it anymore. Young folks will think it is 'new' and that this new efficient way to scale steeps and blaze down hills is way better than that old geezer 1X stuff their parents were riding. Well, that is if the youngsters are after a 100% human powered experience. Right now the industry would be perfectly happy to ditch derailleur drive trains and go with motorized bikes with gear boxes, like, you know.....motorcycles? It is 'progress' you know. Who needs to work that hard anyway?

Crank-Crankity-Crank-Crank

SRAM AXS FORCE

 When you have blogged for 15 plus years almost on a daily basis primarily on the subject of cycling, you end up hitting upon a few themes. One that I have come back to many times is all about gearing for bicycles. This is a very interesting subject to me, and apparently to many of you readers as well. I know because I've gotten the most feedback in the comments from writing about gearing. 

Besides offering up my opinions on gearing here, I get asked about gearing much of the time as well. Recently I was asked about low gearing for gravel/back road riding where you have to winch yourself up some steep grades. I was dismayed to have to answer that the bicycle industry has largely abandoned those who want to conquer steep, long climbs under their own power and then want to burn up the flats and down hills with higher gearing. At least this is the case for the type of  bicycling many are doing off-pavement all the way up to the edges of mountain biking. 

Manufacturers like to talk in terms of 'range' now. This is only a part of the story. Gearing range can be wide, and that is a good thing, but where does that 'range' start and stop? Is that 'low' enough for you? Maybe it is, but for many folks, only the gearing range that used to be offered by a triple ring crankset matched with a  decently wide ranging rear cassette really worked. You could dip lower and go a bit higher with gearing that way than you ever could with a double or a 1X set up. And again- I'll say it for the umpteenth time- 1X is very inefficient. 

As mechanics we are seeing this more and more. 1X systems are failing at shifting while still measuring okay on traditional chain measuring tools. The trouble is, chains are wearing out laterally instead of the traditional way, and shifting is negatively affected. Not only that, but now, due to the extreme chain lines induced by 1X systems, front chain rings, chains, and cassettes often have to be replaced all at the same time and more often, or shifting suffers. Good timing for all of this as well what with the parts shortages we are seeing. 

Most of this is stuff I predicted when 1X started coming out. The gearing range is one thing, but the system would be limited as to how fast or how low that gearing could be. Parts would wear prematurely due  to the extreme chain lines and smaller cogs in many cases. Now the parts shortages, that I did not see coming! 

Triple chain ring crank sets are really a great idea. You'll find out some day when one of the big companies comes out with a new set up that has automated front shifting so you won't have to think about it anymore. Young folks will think it is 'new' and that this new efficient way to scale steeps and blaze down hills is way better than that old geezer 1X stuff their parents were riding. Well, that is if the youngsters are after a 100% human powered experience. Right now the industry would be perfectly happy to ditch derailleur drive trains and go with motorized bikes with gear boxes, like, you know.....motorcycles? It is 'progress' you know. Who needs to work that hard anyway?

Friday News And Views

SBT GRVL, amongst other Colorado based events, cancelled for 2020.

2020 Is Cancelled: Part 2- 

This past week saw the cancellation of a few major gravel events, mostly Colorado based, as the uncertainty surrounding the recovery from the pandemic continues.

The SBT GRVL, Leadville, and the FoCo Fondofest all went down on the same day as officials in Colorado detailed their plans for social gatherings through the Summer. Large group gatherings, not only in Colorado, but in other areas, are being frowned upon as fears of overwhelming local medical facilities, who are already under pressure from handling COVID-19 cases, as well as fears of infecting people, have been voiced.

Events through August seem to be affected and many people are looking at their schedules wondering if this will start to affect Fall schedules as well. Obviously, no one knows anything at this point. The best bet is to keep your ears close to the ground, contact promoters/Race Directors, and be prepared to have a fluid schedule. At this point, I would think it might be best just to write it all off and look at 2021.

Some are saying smaller events are going to be the ticket here as they will be better able to handle social distancing and medical facilities won't be put under pressure. However; I wouldn't count on that either at this point. Secondly, there seems to be a lot of virtual challenge type things being set up in the meantime to help riders get their ya-yas out this year. Some are pretty creative.

SRAM AXS makes a splash with low range drop bar gearing options.

SRAM AXS Gearing Goes Lower:

SRAM announced its answer to Shimano's GRX this week with an addition to AXS. The addition included a new crank set, 43/30 ratio, and a similar slightly outboard chain line, ostensibly to deal with shorter chain stays and wider tires preferred by drop bar riders on adventure bikes. While this was introduced in the Force level, many speculate that a Red level system is not far off.

Comments: Welcome to yet another bolt circle diameter and proprietary chain ring set up. Hooray! (sarcasm) And you'd better like 43/30, because that's all you get. Yes- there are other SRAM crank sets, but they all are wide range doubles or 1X's and you cannot mix and match rings. Boo. People are saying this is great because you get lower gearing. (?) What happened to using your cassette to get some help? SRAM gives you a 10-36T 12 speed cassette here. Really? Why not stick with larger chain rings and use big rear cassette gears, like, ya know......Eagle? Sheesh!

This whole move to get people wider gearing ratios with double crank sets would be met with derisive laughter circa 1980. People would point to your folly and tell you that using a triple ring crank set would be far more elegant and solve your problems in a more efficient manner for the cyclist. But......you'd need to understand how to actually use a triple ring crank set. Most people cannot figure them out.

As far as shifting concerns with triples, park those concerns at the door. Modern technologies you take for granted on your double ring set ups, especially Shimano, have not been applied to a triple crank set. High end triples pretty much disappeared ten years ago. SRAM XX in 2010 actually shifted awesomely. If adventurers need wide range- fast gears and wall climbing gears- you cannot do that in any more efficient and elegant manner than with a triple crank. This is where we need to go. Heck, make it electronic, with SyncroShift mated to a close ratio cassette. It'd be so good you'd never go back to wide range doubles.

Oh! And one more thing. Drop the proprietary crap already. 

LOOK 765 gravel bike- This one is the DK200 Limited edition model.

 LOOK (!) It's a Dirty Kanza Limited Edition Bike!

French bicycle manufacturer, LOOK, has been making a gravel bike for a while now. It's their 765 model in carbon. It's a unique, racy rig, with limited (to 40mm) tire clearance and a pretty slack, for gravel, 70.3° head angle. But now......

You can get one in a very limited edition Dirty Kanza 200 version. Yep! This ain't no Salsa Cycles Warbird here folks! This is a high-falutin', honest ta goodness rare bird here! In fact, they are only offering eight of these babies at a cool 8K asking price.

You get the above mentioned SRAM AXS 43/30T crank with the 10-36T cassette, new Corima carbon gravel wheels, which retail for over 2K on their own, and tha cache' of riding one of Europe's storied bike brands.

I dunno about you, but this whole gravel bike, gravel event, premier this and that, it's gotten waaaaay outta hand. I mean......this is a freakin' doctor/lawyer rig. It's a cool bicycle in many ways, but...... Wow. Does this tell you that the whole Pro roadie thing is really in a down cycle or what?

By the way, there are other LOOK 765 models available at nearly half the price of this DK200 Limited edition model, just to be fair.

From the back room of some defunct Cedar Falls bike shop.....

 Got Any Bikes For Sale? 

This pandemic thing has disrupted the market for bicycles in a major way. The shops with inventory will clean up in the short term because stock lists are so low now most items are gone until late Summer. I see a few shops that had the horsepower to pull in pallets full of bikes, and then there are others sitting with empty racks. Consumers are telling me that they cannot locate recreational fitness bikes in our area. Used bikes? Pffft! Rare as hen's teeth in most locales.

One of the longest term bicycle blog sites, "Bike Hugger", Tweeted out the following on Wednesday:

"Hugga's site traffic is up 41%. If I saw this coming, would've prepped a handful of purchase decision validation videos that said, "Yes, you did great buying that $800 bike from your local shop." Even better getting one repaired Keep riding it. "

Truer words have not been Tweeted. To add to that, we're seeing the dustiest, barn-rotted bikes I've seen in a long while. People are pulling down 20+ year old bikes which, for all intents and purposes, look barely ridden, to get them up and running for some use during these socially distanced times. All great stuff, but as the country looks toward "opening up" and what not, can this mini-boom be sustained? 

While there is a lot of 'hope' being expressed that this will stick with a lot of folks, here's some reasons it may not. First of all, the bike shortage, in the near term, will bite a lot of potential for making cyclists in the butt. You cannot get a bike now? Well, you go do something else. Then there are all those mart-bike purchases, which, as we bike nerds know, tend to turn people off more than on, because of the inherent issues these bike-shaped objects have. We've already seen a bit of disappointment over these things crop up. I expect to see a lot more in the coming weeks and months. But all that pales in light of the worst thing against making more of these seekers into cyclists for life.

Bicycle safety and lack of infrastructure. If where you live was not all that bicycle friendly in 2019, then when things start to go back to normal again, you can expect that unsafe/unfriendly monster to come back again. What do you suppose that will do for the newer converts? I'm betting it will be a big ol' "turn off". 

Hope I'm wrong, but I'll be surprised if a lot of these bikes don't find themselves gathering dust once folks get back behind the wheels of automobiles again. 

Have a great weekend! Get out and make some memories.

Friday News And Views

SBT GRVL, amongst other Colorado based events, cancelled for 2020.

2020 Is Cancelled: Part 2- 

This past week saw the cancellation of a few major gravel events, mostly Colorado based, as the uncertainty surrounding the recovery from the pandemic continues.

The SBT GRVL, Leadville, and the FoCo Fondofest all went down on the same day as officials in Colorado detailed their plans for social gatherings through the Summer. Large group gatherings, not only in Colorado, but in other areas, are being frowned upon as fears of overwhelming local medical facilities, who are already under pressure from handling COVID-19 cases, as well as fears of infecting people, have been voiced.

Events through August seem to be affected and many people are looking at their schedules wondering if this will start to affect Fall schedules as well. Obviously, no one knows anything at this point. The best bet is to keep your ears close to the ground, contact promoters/Race Directors, and be prepared to have a fluid schedule. At this point, I would think it might be best just to write it all off and look at 2021.

Some are saying smaller events are going to be the ticket here as they will be better able to handle social distancing and medical facilities won't be put under pressure. However; I wouldn't count on that either at this point. Secondly, there seems to be a lot of virtual challenge type things being set up in the meantime to help riders get their ya-yas out this year. Some are pretty creative.

SRAM AXS makes a splash with low range drop bar gearing options.

SRAM AXS Gearing Goes Lower:

SRAM announced its answer to Shimano's GRX this week with an addition to AXS. The addition included a new crank set, 43/30 ratio, and a similar slightly outboard chain line, ostensibly to deal with shorter chain stays and wider tires preferred by drop bar riders on adventure bikes. While this was introduced in the Force level, many speculate that a Red level system is not far off.

Comments: Welcome to yet another bolt circle diameter and proprietary chain ring set up. Hooray! (sarcasm) And you'd better like 43/30, because that's all you get. Yes- there are other SRAM crank sets, but they all are wide range doubles or 1X's and you cannot mix and match rings. Boo. People are saying this is great because you get lower gearing. (?) What happened to using your cassette to get some help? SRAM gives you a 10-36T 12 speed cassette here. Really? Why not stick with larger chain rings and use big rear cassette gears, like, ya know......Eagle? Sheesh!

This whole move to get people wider gearing ratios with double crank sets would be met with derisive laughter circa 1980. People would point to your folly and tell you that using a triple ring crank set would be far more elegant and solve your problems in a more efficient manner for the cyclist. But......you'd need to understand how to actually use a triple ring crank set. Most people cannot figure them out.

As far as shifting concerns with triples, park those concerns at the door. Modern technologies you take for granted on your double ring set ups, especially Shimano, have not been applied to a triple crank set. High end triples pretty much disappeared ten years ago. SRAM XX in 2010 actually shifted awesomely. If adventurers need wide range- fast gears and wall climbing gears- you cannot do that in any more efficient and elegant manner than with a triple crank. This is where we need to go. Heck, make it electronic, with SyncroShift mated to a close ratio cassette. It'd be so good you'd never go back to wide range doubles.

Oh! And one more thing. Drop the proprietary crap already. 

LOOK 765 gravel bike- This one is the DK200 Limited edition model.

 LOOK (!) It's a Dirty Kanza Limited Edition Bike!

French bicycle manufacturer, LOOK, has been making a gravel bike for a while now. It's their 765 model in carbon. It's a unique, racy rig, with limited (to 40mm) tire clearance and a pretty slack, for gravel, 70.3° head angle. But now......

You can get one in a very limited edition Dirty Kanza 200 version. Yep! This ain't no Salsa Cycles Warbird here folks! This is a high-falutin', honest ta goodness rare bird here! In fact, they are only offering eight of these babies at a cool 8K asking price.

You get the above mentioned SRAM AXS 43/30T crank with the 10-36T cassette, new Corima carbon gravel wheels, which retail for over 2K on their own, and tha cache' of riding one of Europe's storied bike brands.

I dunno about you, but this whole gravel bike, gravel event, premier this and that, it's gotten waaaaay outta hand. I mean......this is a freakin' doctor/lawyer rig. It's a cool bicycle in many ways, but...... Wow. Does this tell you that the whole Pro roadie thing is really in a down cycle or what?

By the way, there are other LOOK 765 models available at nearly half the price of this DK200 Limited edition model, just to be fair.

From the back room of some defunct Cedar Falls bike shop.....

 Got Any Bikes For Sale? 

This pandemic thing has disrupted the market for bicycles in a major way. The shops with inventory will clean up in the short term because stock lists are so low now most items are gone until late Summer. I see a few shops that had the horsepower to pull in pallets full of bikes, and then there are others sitting with empty racks. Consumers are telling me that they cannot locate recreational fitness bikes in our area. Used bikes? Pffft! Rare as hen's teeth in most locales.

One of the longest term bicycle blog sites, "Bike Hugger", Tweeted out the following on Wednesday:

"Hugga's site traffic is up 41%. If I saw this coming, would've prepped a handful of purchase decision validation videos that said, "Yes, you did great buying that $800 bike from your local shop." Even better getting one repaired Keep riding it. "

Truer words have not been Tweeted. To add to that, we're seeing the dustiest, barn-rotted bikes I've seen in a long while. People are pulling down 20+ year old bikes which, for all intents and purposes, look barely ridden, to get them up and running for some use during these socially distanced times. All great stuff, but as the country looks toward "opening up" and what not, can this mini-boom be sustained? 

While there is a lot of 'hope' being expressed that this will stick with a lot of folks, here's some reasons it may not. First of all, the bike shortage, in the near term, will bite a lot of potential for making cyclists in the butt. You cannot get a bike now? Well, you go do something else. Then there are all those mart-bike purchases, which, as we bike nerds know, tend to turn people off more than on, because of the inherent issues these bike-shaped objects have. We've already seen a bit of disappointment over these things crop up. I expect to see a lot more in the coming weeks and months. But all that pales in light of the worst thing against making more of these seekers into cyclists for life.

Bicycle safety and lack of infrastructure. If where you live was not all that bicycle friendly in 2019, then when things start to go back to normal again, you can expect that unsafe/unfriendly monster to come back again. What do you suppose that will do for the newer converts? I'm betting it will be a big ol' "turn off". 

Hope I'm wrong, but I'll be surprised if a lot of these bikes don't find themselves gathering dust once folks get back behind the wheels of automobiles again. 

Have a great weekend! Get out and make some memories.

This Post Is Cranky!

The best crank set format ever made.

There once was a time when bicycle crank set choice was not predicated upon whether you were a "roadie", a mountain biker, adventure cyclist, or a gravel rider. There was one crank set that could cover all those bases, and more, with a simple swapping of chain rings and adjustment of chain line.

Now days, things are not at all like that. This was the genesis of the discussion I was having yesterday with Grannygear, via messenger. First, I have to say that in all my years of knowing Grannygear, it has been a joy to be able to have differing viewpoints AND have a civil discussion about it. Trust me, Grannygear and I don't always agree on things. But when we discuss our ideas, we are both respectful to one another, we listen, we consider, and then, as in many cases, one or the other of us, (and sometimes both of us!) change our tune a little bit.

Anyway, I had to share that because, not to brag on us, but it is something sorely missing in today's communications. We could do with a LOT more of that sort of "getting along". But anyway.....

The crank thing! Right then.... Okay, so we were discussing gearing, specifically for gravel travel, and we both had different ideas of what that should look like for both of us. Which, after a bit of thought on the matter, turned into a revelatory thought. That being that the bicycle manufacturers, specifically parts manufacturers, have us pigeonholed into niche groups. They are trying to come up with multiple gearing solutions for smaller pieces of the pie that are demanding different things from their bicycles. The other thing is that, while doing the solution in the form of parts, the manufacturers have developed niche standards, not cross-compatible with others. This has led to much consternation on the part of riders who often are left with a compromised set up because they cannot customize their gearing to their individual needs and for where they live and how they ride.

Not that square taper cranks are better, but the 110/74BCD format was better.

Now, if you want to get a certain gearing set up, you have to accept current "standards". Like the limited chain ring availability on 1X, or the big jumps in between gears on those 1X specific cassettes, or the proprietary bolt circle diameters, (BCD's) of many cranks on the market. These standards, so-called, are limiting, not customizable, and not cross-compatible. This leaves many riders wanting for certain gearing set ups, that for them, would be better than what is out there now. If not better, than at least something a rider could experiment with, and then return to a previous incarnation without major component expense. This, in my view, is a barrier to making cycling more accessible to many of us.

I picked on the old 110/74BCD crank as being reflective of a time when gearing wasn't proprietary to a certain style of cycling or specific manufacturer of parts. That bolt circle diameter, and arguably the 94/58 as well, were the epitome of cross-compatibility and customization of gearing. You could get a double or triple chain ring set up and then combine that with almost any combination of chain rings. Go nuts. Do weird jumps, half-step gearing, wide, bail-out grannys, or even just one gear. A few stock crank sets could cover almost anything the cycling world put out.

Arguably, we could have that today as well. 4 bolt, five bolt arms, cartridge bottom bracket, adjustable chain line, pipe spindle bottom brackets, I don't care, just pick one type, make it 110/74 BCD, and then 11/12 speed compatible and let's get on with this. No one would complain a bit because you could set your bicycle up in about a 100 different ways to accommodate anyone's gearing needs. But what we don't need is arguing over what chain ring sizes are "gravel" and what ones are not. That is stupid and ignores the real issue at hand, which is the proprietary nature of what the component manufacturers have to offer us. It didn't used to be so much that way, and it shouldn't be now either. 

This Post Is Cranky!

The best crank set format ever made.

There once was a time when bicycle crank set choice was not predicated upon whether you were a "roadie", a mountain biker, adventure cyclist, or a gravel rider. There was one crank set that could cover all those bases, and more, with a simple swapping of chain rings and adjustment of chain line.

Now days, things are not at all like that. This was the genesis of the discussion I was having yesterday with Grannygear, via messenger. First, I have to say that in all my years of knowing Grannygear, it has been a joy to be able to have differing viewpoints AND have a civil discussion about it. Trust me, Grannygear and I don't always agree on things. But when we discuss our ideas, we are both respectful to one another, we listen, we consider, and then, as in many cases, one or the other of us, (and sometimes both of us!) change our tune a little bit.

Anyway, I had to share that because, not to brag on us, but it is something sorely missing in today's communications. We could do with a LOT more of that sort of "getting along". But anyway.....

The crank thing! Right then.... Okay, so we were discussing gearing, specifically for gravel travel, and we both had different ideas of what that should look like for both of us. Which, after a bit of thought on the matter, turned into a revelatory thought. That being that the bicycle manufacturers, specifically parts manufacturers, have us pigeonholed into niche groups. They are trying to come up with multiple gearing solutions for smaller pieces of the pie that are demanding different things from their bicycles. The other thing is that, while doing the solution in the form of parts, the manufacturers have developed niche standards, not cross-compatible with others. This has led to much consternation on the part of riders who often are left with a compromised set up because they cannot customize their gearing to their individual needs and for where they live and how they ride.

Not that square taper cranks are better, but the 110/74BCD format was better.

Now, if you want to get a certain gearing set up, you have to accept current "standards". Like the limited chain ring availability on 1X, or the big jumps in between gears on those 1X specific cassettes, or the proprietary bolt circle diameters, (BCD's) of many cranks on the market. These standards, so-called, are limiting, not customizable, and not cross-compatible. This leaves many riders wanting for certain gearing set ups, that for them, would be better than what is out there now. If not better, than at least something a rider could experiment with, and then return to a previous incarnation without major component expense. This, in my view, is a barrier to making cycling more accessible to many of us.

I picked on the old 110/74BCD crank as being reflective of a time when gearing wasn't proprietary to a certain style of cycling or specific manufacturer of parts. That bolt circle diameter, and arguably the 94/58 as well, were the epitome of cross-compatibility and customization of gearing. You could get a double or triple chain ring set up and then combine that with almost any combination of chain rings. Go nuts. Do weird jumps, half-step gearing, wide, bail-out grannys, or even just one gear. A few stock crank sets could cover almost anything the cycling world put out.

Arguably, we could have that today as well. 4 bolt, five bolt arms, cartridge bottom bracket, adjustable chain line, pipe spindle bottom brackets, I don't care, just pick one type, make it 110/74 BCD, and then 11/12 speed compatible and let's get on with this. No one would complain a bit because you could set your bicycle up in about a 100 different ways to accommodate anyone's gearing needs. But what we don't need is arguing over what chain ring sizes are "gravel" and what ones are not. That is stupid and ignores the real issue at hand, which is the proprietary nature of what the component manufacturers have to offer us. It didn't used to be so much that way, and it shouldn't be now either. 

Different Ways Of Crankin'

Is "Super Compact" the future for adventure/gravel bikes?

I am in the midst of considering parts for my build of the forthcoming Black Mountain Cycles MCD frame and fork. So far I have wheels lined up, through axles, a head set in mind, and now I am considering crank sets and bottom brackets.

That link above takes you to the frame tech page for the MCD and there will see that the maximum chain ring configuration is 46T/36T, or a standard CX crank set ring combination. This is what Ive used most often and what I will likely do again. However; if you haven't noticed, there is a move afoot to bring radically different gearing to gravel and adventure bikes, spearheaded by FSA, who provides a LOT of OEM parts to builders.

Their idea is called "Super Compact" and it is wide range double chain ring set up. I know a lot of you think 1X is the solution, but a LOT of riders don't like it. Too big a jump between gears, for one thing, but there is more to it than that. However; I am not delving into that subject just yet.......

Super Compact gearing is kind of like what the old randonneuring gearing was like. Basically you have a "drive" gear, (outer chain ring) which you use more often. The inner ring, the "bail out gear" or "grannygear", was used on steep climbs or when there was a tough headwind or like circumstances where a low gear was desirable. The modern form of this gearing utilizes wide range rear cassettes to keep jumps between gears closer and more efficient.

I tried such a set up on the old Gen I Fargo, using a 48T outer and a 28T granny, if memory serves. Modern Super Compacts wouldn't have that much disparity between chain rings, but it is close. FSA is pushing 48T/32T or 46T/30 as options I could use. My experiences with this sort of gearing wasn't positive. Oh, it's just fine when you are in the big ring, but when you dump out to that smaller inner ring your cadence goes haywire and I, at least, lost a ton of momentum when I switched gears. As a "native single speeder", I loathe losing momentum. So, that was a big reason I bailed on that experiment with that gearing.

New Ultegra CX crank set

This is why I am seriously leaning toward going to traditional cyclo cross gearing, which is 46T/36T. I like to use an 11T-36T cassette with that gearing, and I have a few reasons why I really have gravitated toward this gearing. Of course, the minimal jump between chain rings helps preserve momentum, which you probably already guessed.

The other reason that is important to me is probably pretty weird. I admit to a bit of a "Princess and the Pea" syndrome here, so bear with me on this one. See, I have very often been riding and thought, "Dang! This gear feels awesome today!" I can feel more power and just a more efficient pedal stroke many times in certain gear combinations, and probably 99.9% of the time when I bother to check, I have a dead straight chain line.

You may think, "So what?", and I get that, but a straight chain line is the most efficient one to pedal in. This is maybe something I tuned in to from my single speed days, but cross chaining makes me feel like I am working harder, many times. Not always. But every time I feel awesome about a gear, it is a straight chain line. So, I don't like the thought of running a "drive gear" and a "bail out gear". When the chain starts climbing the cassette, I like to switch to an inner chain ring and not jack my cadence up way over 100/minute when doing so. Obviously, I also can keep the chain straighter.

Now, some of you may be thinking, "Aha! We should still be riding triple chain ring cranks!" I would partially agree with that. In fact, I set my Badger custom bike up with a triple. That said, these newer gravel bikes, by their nature, are trying to also give us the shortest chain stays, (not really that necessary) with the widest tire clearances with an eye toward 650B mtb width tires. (Again- not all that necessary) So, triple cranks are a non-starter there.

I know that I could maintain a straighter chain line with a triple, but to some degree, the narrower chain rings and cogs we run now in combination with the best materials technology cyclists have ever enjoyed make a triple crank not quite the "no-brainer" that it used to be.

I haven't gotten back to that 1X commentary yet, but I'll save it for another day. Suffice it to say that since both SRAM and Shimano have filed patents and are working on chain sets that adjust for chain line misalignment inherent in 1X set ups, you can bet that your 1X system has too many inefficiencies. Otherwise, why would they bother? 

Stay tuned.........................

Different Ways Of Crankin'

Is "Super Compact" the future for adventure/gravel bikes?

I am in the midst of considering parts for my build of the forthcoming Black Mountain Cycles MCD frame and fork. So far I have wheels lined up, through axles, a head set in mind, and now I am considering crank sets and bottom brackets.

That link above takes you to the frame tech page for the MCD and there will see that the maximum chain ring configuration is 46T/36T, or a standard CX crank set ring combination. This is what Ive used most often and what I will likely do again. However; if you haven't noticed, there is a move afoot to bring radically different gearing to gravel and adventure bikes, spearheaded by FSA, who provides a LOT of OEM parts to builders.

Their idea is called "Super Compact" and it is wide range double chain ring set up. I know a lot of you think 1X is the solution, but a LOT of riders don't like it. Too big a jump between gears, for one thing, but there is more to it than that. However; I am not delving into that subject just yet.......

Super Compact gearing is kind of like what the old randonneuring gearing was like. Basically you have a "drive" gear, (outer chain ring) which you use more often. The inner ring, the "bail out gear" or "grannygear", was used on steep climbs or when there was a tough headwind or like circumstances where a low gear was desirable. The modern form of this gearing utilizes wide range rear cassettes to keep jumps between gears closer and more efficient.

I tried such a set up on the old Gen I Fargo, using a 48T outer and a 28T granny, if memory serves. Modern Super Compacts wouldn't have that much disparity between chain rings, but it is close. FSA is pushing 48T/32T or 46T/30 as options I could use. My experiences with this sort of gearing wasn't positive. Oh, it's just fine when you are in the big ring, but when you dump out to that smaller inner ring your cadence goes haywire and I, at least, lost a ton of momentum when I switched gears. As a "native single speeder", I loathe losing momentum. So, that was a big reason I bailed on that experiment with that gearing.

New Ultegra CX crank set

This is why I am seriously leaning toward going to traditional cyclo cross gearing, which is 46T/36T. I like to use an 11T-36T cassette with that gearing, and I have a few reasons why I really have gravitated toward this gearing. Of course, the minimal jump between chain rings helps preserve momentum, which you probably already guessed.

The other reason that is important to me is probably pretty weird. I admit to a bit of a "Princess and the Pea" syndrome here, so bear with me on this one. See, I have very often been riding and thought, "Dang! This gear feels awesome today!" I can feel more power and just a more efficient pedal stroke many times in certain gear combinations, and probably 99.9% of the time when I bother to check, I have a dead straight chain line.

You may think, "So what?", and I get that, but a straight chain line is the most efficient one to pedal in. This is maybe something I tuned in to from my single speed days, but cross chaining makes me feel like I am working harder, many times. Not always. But every time I feel awesome about a gear, it is a straight chain line. So, I don't like the thought of running a "drive gear" and a "bail out gear". When the chain starts climbing the cassette, I like to switch to an inner chain ring and not jack my cadence up way over 100/minute when doing so. Obviously, I also can keep the chain straighter.

Now, some of you may be thinking, "Aha! We should still be riding triple chain ring cranks!" I would partially agree with that. In fact, I set my Badger custom bike up with a triple. That said, these newer gravel bikes, by their nature, are trying to also give us the shortest chain stays, (not really that necessary) with the widest tire clearances with an eye toward 650B mtb width tires. (Again- not all that necessary) So, triple cranks are a non-starter there.

I know that I could maintain a straighter chain line with a triple, but to some degree, the narrower chain rings and cogs we run now in combination with the best materials technology cyclists have ever enjoyed make a triple crank not quite the "no-brainer" that it used to be.

I haven't gotten back to that 1X commentary yet, but I'll save it for another day. Suffice it to say that since both SRAM and Shimano have filed patents and are working on chain sets that adjust for chain line misalignment inherent in 1X set ups, you can bet that your 1X system has too many inefficiencies. Otherwise, why would they bother? 

Stay tuned.........................

Friday News And Views

New Alivio 9spd crank set

Shimano Upgrades Lower End MTB Range:

This was quietly announced this past week, but it could be a big deal for many who still feel 9 speeds are enough and triple crank sets are still a thing. (They are, but don't tell anyone!)

The new cranksets are available in Alivio, Acera, and Altus levels and all will finally be pipe spindle, outboard bearing type crank sets with removable chain rings (!!!). Ranges are 44/32/22 or 40/30/22 so you can tailor your gearing a bit there. I don't know if a trekking version of the crank set is going to be available in Europe, but if there is I bet a 48/36/26 or something might be possible to source. Sometimes Shimano does stuff like that for Europe.

In my opinion these cranks should present a great value. I was fortunate enough to ride a 10 speed Deore crankset on a mtb in 2014 which I reviewed in my past gig life. (In fact, it was the last bike I reviewed for that site). The newer generation of derailleurs and crank sets shift amazingly well. Far better than triples you might remember. So, for something along the lines of a bike packing bike, cargo rig, commuter, or for anyone wanting a triple, wide range crank set, these should prove to be durable, great shifting products, especially the Alivio version.

The Trek Reps Checkpoint SL6 at the shop yesterday

More Thoughts On The Trek Checkpoint:

Ya know, this bike got a lot of buzz going yesterday. It's funny, because reading things about it, and from speaking to our rep about it, it is obvious that Trek isn't sure what is going to happen with the bike. Things like, "Well, a Project One version could happen depending on how this sells.....", were giving me the distinct impression that Trek is holding back a lot here to see how sales go. Think about it....

No ISO Speed front ends on the carbon bikes, no ISO Speed on the aluminum bikes, no Di2 option, and on and on. This line might grow, or it may stall out, but if it gets to a point where the bean counters at Trek say it is making money, you can bet that 2019 will be bringing more Checkpoint heat.

Yeah, yeah..... Trek says the ISO Speed doesn't work with fatter tires. Whatever! They put it on a freaking 29"er, so what the heck! I'm not buying it. Nope. Trek is holding their cards close to their chest and being conservative here, and in this bike climate, who could blame them? 

What About Checkpoint vs Warbird Carbon? That's a great question, and here's the deal- Trek, by really looking at the market, went in for versatility and not just for a pure racing bike, like Salsa did with the Warbird. Try fitting your Wabird with fenders, or a rack. Yeah......not easily done. The Warbird is rated for 43mm tires and the Checkpoint for 45's. Okay, without getting into a pissing match with you commenters, let's call that a draw. Then there is the final straw.....Try turning your Warbird into a single speed without buying anything beyond stock parts. Yeah..... To my mind, a good rig for the longer gravel days, adventures, and definitely for longer gravel events, must have a single speed option to bail yourself out with. In my opinion, that feature, which the Checkpoint has, alone trumps the Warbird. But there is more, like water carrying capacity, which the Checkpoint beats the Warbird in, and fork mounts, which the Warbird lacks. Then there is price. The Ultegra SL6 Checkpoint is sub-4G while the Warbird eclipses that price by a fair amount. To me, the choice is clear.

What Is A Negative About The Checkpoint? Well, there is one main thing I am not liking about the Checkpoint, and that is that Trek, (and some in the media), feel that these sort of bikes must have sporty handling. In other words, they should feel and ride like a Pro Tour bike, or they get tagged as being "cumbersome", which in their vernacular is the worst thing ever. So, many bikes like this get stffer-than-all-get-out forks, because if vibrations are muted, the bike feels "dead" and that means it must be slow, right? The front end has to be able to be "flickable", so you can change direction in a flash, because.....it feels fast. But here's the thing, feeling fast and actually being fast are often completely different things. But without getting down this rabbit hole further, Trek decided to stick with a stiff fork and a steep-ish head angle to appease roadie tendencies, because they are playing to what is the current fashion with media and racers. Not what the general populace really would benefit from.

More on this bike in the future if it warrants it......

Okee-dokee, that's enough to chew on for one post. Have a great weekend and keep the rubber side down!

Friday News And Views

New Alivio 9spd crank set

Shimano Upgrades Lower End MTB Range:

This was quietly announced this past week, but it could be a big deal for many who still feel 9 speeds are enough and triple crank sets are still a thing. (They are, but don't tell anyone!)

The new cranksets are available in Alivio, Acera, and Altus levels and all will finally be pipe spindle, outboard bearing type crank sets with removable chain rings (!!!). Ranges are 44/32/22 or 40/30/22 so you can tailor your gearing a bit there. I don't know if a trekking version of the crank set is going to be available in Europe, but if there is I bet a 48/36/26 or something might be possible to source. Sometimes Shimano does stuff like that for Europe.

In my opinion these cranks should present a great value. I was fortunate enough to ride a 10 speed Deore crankset on a mtb in 2014 which I reviewed in my past gig life. (In fact, it was the last bike I reviewed for that site). The newer generation of derailleurs and crank sets shift amazingly well. Far better than triples you might remember. So, for something along the lines of a bike packing bike, cargo rig, commuter, or for anyone wanting a triple, wide range crank set, these should prove to be durable, great shifting products, especially the Alivio version.

The Trek Reps Checkpoint SL6 at the shop yesterday

More Thoughts On The Trek Checkpoint:

Ya know, this bike got a lot of buzz going yesterday. It's funny, because reading things about it, and from speaking to our rep about it, it is obvious that Trek isn't sure what is going to happen with the bike. Things like, "Well, a Project One version could happen depending on how this sells.....", were giving me the distinct impression that Trek is holding back a lot here to see how sales go. Think about it....

No ISO Speed front ends on the carbon bikes, no ISO Speed on the aluminum bikes, no Di2 option, and on and on. This line might grow, or it may stall out, but if it gets to a point where the bean counters at Trek say it is making money, you can bet that 2019 will be bringing more Checkpoint heat.

Yeah, yeah..... Trek says the ISO Speed doesn't work with fatter tires. Whatever! They put it on a freaking 29"er, so what the heck! I'm not buying it. Nope. Trek is holding their cards close to their chest and being conservative here, and in this bike climate, who could blame them? 

What About Checkpoint vs Warbird Carbon? That's a great question, and here's the deal- Trek, by really looking at the market, went in for versatility and not just for a pure racing bike, like Salsa did with the Warbird. Try fitting your Wabird with fenders, or a rack. Yeah......not easily done. The Warbird is rated for 43mm tires and the Checkpoint for 45's. Okay, without getting into a pissing match with you commenters, let's call that a draw. Then there is the final straw.....Try turning your Warbird into a single speed without buying anything beyond stock parts. Yeah..... To my mind, a good rig for the longer gravel days, adventures, and definitely for longer gravel events, must have a single speed option to bail yourself out with. In my opinion, that feature, which the Checkpoint has, alone trumps the Warbird. But there is more, like water carrying capacity, which the Checkpoint beats the Warbird in, and fork mounts, which the Warbird lacks. Then there is price. The Ultegra SL6 Checkpoint is sub-4G while the Warbird eclipses that price by a fair amount. To me, the choice is clear.

What Is A Negative About The Checkpoint? Well, there is one main thing I am not liking about the Checkpoint, and that is that Trek, (and some in the media), feel that these sort of bikes must have sporty handling. In other words, they should feel and ride like a Pro Tour bike, or they get tagged as being "cumbersome", which in their vernacular is the worst thing ever. So, many bikes like this get stffer-than-all-get-out forks, because if vibrations are muted, the bike feels "dead" and that means it must be slow, right? The front end has to be able to be "flickable", so you can change direction in a flash, because.....it feels fast. But here's the thing, feeling fast and actually being fast are often completely different things. But without getting down this rabbit hole further, Trek decided to stick with a stiff fork and a steep-ish head angle to appease roadie tendencies, because they are playing to what is the current fashion with media and racers. Not what the general populace really would benefit from.

More on this bike in the future if it warrants it......

Okee-dokee, that's enough to chew on for one post. Have a great weekend and keep the rubber side down!