Triple D 2014: Last Big Training Ride

ATV ruts, Leroy & his dog's tracks, and some melt/freeze cycles get you this.

Wednesday, the day off work, and a chance to get in a longer ride to ascertain whether or not I am recovering or getting worse off. First I had some erands to run, then a bit of lunch. When I hit out to ride, it was about 15°F with a light wind.

I headed on down to the Sergeant Road trail to see how badly it had iced over, or not. Much to my relief, the two plus days of warm weather had not ruined the snow here. For sure- it was icier and far, far bumpier. I liked that fact, because I certainly was looking for a test of my new Dually rim set up for Triple D. I wasn't disappointed, despite Leroy and his dog's best efforts to make the surface uneven and rough with their daily passing through here. Leroy is a local to my neighborhood, and he does a cracking job of taking care of his old German Shepard. He also is very "duck footed", and he tears up the trail like no other when it is snowed over! I didn't see Leroy and his dog on this day. I was too early for his circuit.

I decided to check out the Green Belt after a little traverse past a City Parks worker who was laying down rock salt to melt off some icy patches. He was rather taken aback by my bike and I, and did not return my greeting. Hmmm.....maybe he was having a bad day?

The Green Belt was ridiculously fast and packed in.

Well, I climbed the dike and descended it safely down into the wood, and I found a treat. The snow had been tamped down quite smoothly by prior traffic, and frozen like a rock with the recent melt then re-freeze. I was going as fast here in Winter as I do in summer. This was a lot of fun, and I didn't notice I was on fatter wheels at all. The ponderous, slower handling I was used to was lessened, and the bike seemed to spin up off of corners quite nicely, in comparison to how it used to be.

So far into the ride, I also hadn't noticed any odd traits from swapping wheels, only better feelings, like a snappier turning feel, and if anything, a less "planted" feeling when going slower. More like a 26"er hard tail, but without the negatives of the skinnier, smaller diameter wheels. That is not saying "it felt like a 26"er", it just says it moved toward feeling that way more than not, mmm-kay folks. Of course, the loss of weight in the wheels is most likely the reason for all of that. I mean, if you can shave a massive amount of weight off your wheels, it is something any rider would immediately notice, so this is not rocket science stuff here. (Keep in mind, these wheels are just shy of 3lbs lighter than the old set.)

Like riding on firm Styrofoam!

Then I made my way around toward the lake, as I was following someone's orange surveyor flags, and I wanted to see what the route was. Well, it was what I probably would have done anyway- Green Belt to a loop around the lake. The snow was perfect! Really fast here, and the snow was still lily white, packed in, firm, and sounded like crunchy Styrofoam under the tires. Lots of fun!

The Sterlings were getting a ton of traction out here, so this was a good little stretch to push up the speeds a bit. However; I had to throttle it waaaaaay back when I left through the parking lot, as it was a sea of glassy looking ice. I would probably avoid it next time if I see that it is still like this. It was by far the most treacherous ice of the entire ride.

Then came the bike path again to get back home, and to begin with, there was a modicum of traffic that had made somewhat of a rut/impression into the snow. Leroy and his dog do not venture out this far on the trail, otherwise it would have been as before, closer to my home. I got within 50-75 yrads of Ansborough Avenue, and free and clear tracks again, when all signs of any consistent track disappeared. It was essentially snow that hadn't been walked on for a long time, if ever. I could not see evidence of a foot print, at any rate.

Rut-ro! Fat bike, comin through!

 So I kicked the front derailluer down to granny gear, (literally, it had been so long since I had used it, the mech was frozen!), and spun away in a low-ish gear with not much of a problem. The searing, tearing sound of the snow was amazing. It got real loud!

I noticed that I was getting into some deeper stuff, so now I click down a couple more gears, power down, and it keeps on moving! Fun, but a lot of work. I noted that I was spinning pretty fast for my forward speed, and then I noticed the rear tire was actually spinning faster than I was going! Don't stop now!

As I got closer to the Ansborough bike path, I saw a set of tracks made by a walker, but I steered clear and made my own way. Sometimes a single set of post holes will kill your mojo. Not this time! I was going to clean this section! I kept churning, and eventually, I popped off onto the cement path and stopped to catch my breath.

So, the Sterlings still have that tractability, and they "floated" me as well as I have expected so far, with a better spin up due to the lighter weight. In the high output section I had just cleared, I wonder if I would have been able to keep a heavier wheel going like I did. It's hard to say, but I bet that the lighter wheels helped a lot here. The rest of the ride was a piece of cake, and I returned home after two hours of pedaling.

That was a good test, and I am confident in my tubeless set up with the Duallys, as well as being very impressed with how they performed with the Sterlings. This should really help out with saving energy during Triple D, and I really need that this year, as last week's being very sick has been a blow to my fitness, and recovery is not complete yet.

Onward and upward........

Triple D 2014: Modifications Part 2

Wheels go roundy-round, but not all are created equal.

As promised yesterday, I did get something else in to modify my set up on By-Tor for this weekend's Triple D attempt. A bit of an opportunity to try out a wheel set temporarily from the good gents over at Velocity USA presented itself, and I availed myself of the chance.

They sent over a set of Dually 26 inch rims laced with DT Swiss Competition spokes and brass nipples to Hope "Fatsno" hubs for me to race on Sunday. I had decided to retain my Fatback Sterling tires and stay tubeless with these wheels, and I am happy to report that the swap over was easy. The tires actually fit more snug to these rims than they do on the Fatback Uma II rims I have.

Two things were affected by this swap, and both for the good, at least I think, considering what the conditions should be like. First of all, the 45mm wide Dually rims are 25mm narrower than what I was using. The Fatsno hubs are lighter as well. This significantly affected weight. I lost almost 3lbs switching over to these wheels!

Secondly, those narrower rims did affect the tire's width. Here's the thing: First of all, most of the width lost was in the casing as it is being pulled in at a more acute angle from the tread area on the Dually. Note- the side of the casing doesn't hit the trail, so that width is superfluous, really. The tread area did "crown" up a wee bit, which makes the tires have less self-steer, as predicted by my friend, MG.

Looks like a 29"er tire and rim!

Two odd things I noticed: One was that these tires seated into their bead seats very easily and very evenly on the Dually rims. I had issues with this on the Fatback rims. I credit the slightly tighter fit for this.

Secondly, I noticed that the tires felt great at a lower pressure. I started out on my initial test ride at 10psi, and the tires felt wonderful at that pressure with these rims. Again, the more crowned profile of the tread area is probably helping here, as is the narrower rim, which is making these tires work differently now.

Those are initial impressions. I will refine my thoughts after today's longer test ride. I need to shake everything down and as long as I do not have any issues, this should be the set up for the event Sunday. I think it will be spot on for a few reasons.

The snow around here has taken a major hit with over two days worth of temperatures over the freezing mark with no dips to re-freeze. This has made for some slicker, harder snow and really crusty snow where it is deeper. Wider rims and tires are of no real benefit with these conditions. Added to this, we got a spritzing of freezing rain recently, and that has only added to the slick, icy factor. Skinny tires, (as in 29"er rubber), isn't the greatest idea then either. The stability of a "mid-fat" set up makes more sense. You might say, "Well then, what about a 29+?" Right......it makes sense, if... The big issue here is that currently there is one tire, and it is a highly crowned tire on a 50mm rim and has shallow, squarish knobs tightly packed on the casing. Not at all ideal for these conditions. A better tire, or a wider rim, or both, would necessarily have to be available to outdo the 26" fat tires out now.

Pay no mind to that measurement on the tire!

Another reason I think this set up will be good is not only for the high possibility of seeing some icy sections, but for the high possibility of seeing some sloppy conditions as well. The latest report on the Heritage Trail was that it had very hard packed, slicker snow on it and that it was fast. With temperatures slated to remain cold for a while, that should not change, but on race day, it is supposed to warm up.

They are talking something like mid to upper 30's for the daytime, which may increase the chances for some softer snow, and it definitely will produce some softer sections off the trail in the afternoon coming back into Dubuque. A wider than 29, voluminous, tractable tire may win the day, and if things remain solidified, no harm, no foul.

Finally, comfort. I will have a very comfortable set up for the several acres of farm fields we will be traversing within the first 25 miles of the event. Those fields are sure to be bumpy with a thin coating of snow and ice on them.

So, that's the story and I am sticking to it! I will now refine my food and water set up, and then hope that I am more fully recovered for this weekend's 65 miles of Triple D fun. That's really the bottom line, isn't it? Ride a bicycle, have fun doing it. No matter what the conditions, it should prove to be another memorable time in Dubuque with a slew of like-minded individuals who all will be shooting to have fun as well.

Now, off to make a few minor last minute adjustments!

Triple D 2014: Modifications Part 2

Wheels go roundy-round, but not all are created equal.

As promised yesterday, I did get something else in to modify my set up on By-Tor for this weekend's Triple D attempt. A bit of an opportunity to try out a wheel set temporarily from the good gents over at Velocity USA presented itself, and I availed myself of the chance.

They sent over a set of Dually 26 inch rims laced with DT Swiss Competition spokes and brass nipples to Hope "Fatsno" hubs for me to race on Sunday. I had decided to retain my Fatback Sterling tires and stay tubeless with these wheels, and I am happy to report that the swap over was easy. The tires actually fit more snug to these rims than they do on the Fatback Uma II rims I have.

Two things were affected by this swap, and both for the good, at least I think, considering what the conditions should be like. First of all, the 45mm wide Dually rims are 25mm narrower than what I was using. The Fatsno hubs are lighter as well. This significantly affected weight. I lost almost 3lbs switching over to these wheels!

Secondly, those narrower rims did affect the tire's width. Here's the thing: First of all, most of the width lost was in the casing as it is being pulled in at a more acute angle from the tread area on the Dually. Note- the side of the casing doesn't hit the trail, so that width is superfluous, really. The tread area did "crown" up a wee bit, which makes the tires have less self-steer, as predicted by my friend, MG.

Looks like a 29"er tire and rim!

Two odd things I noticed: One was that these tires seated into their bead seats very easily and very evenly on the Dually rims. I had issues with this on the Fatback rims. I credit the slightly tighter fit for this.

Secondly, I noticed that the tires felt great at a lower pressure. I started out on my initial test ride at 10psi, and the tires felt wonderful at that pressure with these rims. Again, the more crowned profile of the tread area is probably helping here, as is the narrower rim, which is making these tires work differently now.

Those are initial impressions. I will refine my thoughts after today's longer test ride. I need to shake everything down and as long as I do not have any issues, this should be the set up for the event Sunday. I think it will be spot on for a few reasons.

The snow around here has taken a major hit with over two days worth of temperatures over the freezing mark with no dips to re-freeze. This has made for some slicker, harder snow and really crusty snow where it is deeper. Wider rims and tires are of no real benefit with these conditions. Added to this, we got a spritzing of freezing rain recently, and that has only added to the slick, icy factor. Skinny tires, (as in 29"er rubber), isn't the greatest idea then either. The stability of a "mid-fat" set up makes more sense. You might say, "Well then, what about a 29+?" Right......it makes sense, if... The big issue here is that currently there is one tire, and it is a highly crowned tire on a 50mm rim and has shallow, squarish knobs tightly packed on the casing. Not at all ideal for these conditions. A better tire, or a wider rim, or both, would necessarily have to be available to outdo the 26" fat tires out now.

Pay no mind to that measurement on the tire!

Another reason I think this set up will be good is not only for the high possibility of seeing some icy sections, but for the high possibility of seeing some sloppy conditions as well. The latest report on the Heritage Trail was that it had very hard packed, slicker snow on it and that it was fast. With temperatures slated to remain cold for a while, that should not change, but on race day, it is supposed to warm up.

They are talking something like mid to upper 30's for the daytime, which may increase the chances for some softer snow, and it definitely will produce some softer sections off the trail in the afternoon coming back into Dubuque. A wider than 29, voluminous, tractable tire may win the day, and if things remain solidified, no harm, no foul.

Finally, comfort. I will have a very comfortable set up for the several acres of farm fields we will be traversing within the first 25 miles of the event. Those fields are sure to be bumpy with a thin coating of snow and ice on them.

So, that's the story and I am sticking to it! I will now refine my food and water set up, and then hope that I am more fully recovered for this weekend's 65 miles of Triple D fun. That's really the bottom line, isn't it? Ride a bicycle, have fun doing it. No matter what the conditions, it should prove to be another memorable time in Dubuque with a slew of like-minded individuals who all will be shooting to have fun as well.

Now, off to make a few minor last minute adjustments!

Triple D 2014: Modifications

SKS Grand MOM Fender mods in progress

The Triple D forecast has been vacillating back and forth from being over freezing to below freezing. In the case of an above freezing event, I have come up with something to keep my arse dry while traveling across the open farm fields and on the Heritage Trail where water could easily soak my backside and may end up making me freeze to death.

I have an SKS Grand MOM fender that's been on the Fargo and I pressed it into service on the Ti Mukluk. I knew it would be a bit shy of doing what I wanted, but I figured I would give it a shot regardless. Hey- maybe I might be wrong! Turns out I wasn't- I got my backside wet despite having this clipped to the Mukluk.

My buddy, MG, also has this fender and he showed me an image of what he did to his and reported to me that it worked great. He simply extended the coverage by adding layers of Gorilla Tape. I was looking for something a bit more permanent, since if this worked out, the fender would live on a fat bike the rest of its useable life, and not on the Fargo anymore.

I thought that a "skeleton" of some sort would maybe give the Gorilla Tape some structure and may last longer than MG's admittedly temporary set up for his rig. (A gorgeous Singular Puffin, by the way.) So I gave thought to doing something a bit different than MG had done. Now when I "give thought" to something, it may appear that I've gone into a trance, and when Mrs. Guitar Ted saw me in the Lab staring at By-Tor, she was taken aback by my statuesque appearance, but I assured her I was okay, "just thinking! Visualizing, actually would be more accurate. I had an idea and I had to wait to get to work to act on it.

Finished project.

I used some stainless steel spokes, a couple of nipples, and a vise to help me bend things rightly. Then I used the old Hozan spoke threader tool to do a bit of thread rolling and there you have it. A skeleton waiting to be "fleshed out"! I also drilled and punched out four small holes in the SKS fender to mount the "skeleton" and used the J-bend of the spokes to keep the ends from pulling through.

My Gorilla Tape was at home, so I had to wait to get home to start taping it up. I imagined myself doing a "poor man's carbon layup" as I was applying the tape in sections both on top and underneath the fender. I used several small strips and patches to make it have the best structure and retain a modicum of decent looks. My symmetry was off a bit, but at least it isn't totally atrocious!

I figure I gained about an inch in width on each side and about an inch and a half- two inches out back for extended coverage. Now all I have to do is test it out, but with all the remaining days up to Triple D forecast to be below the freezing mark, I am not sure that will happen. However; if Triple D does get warmer and things look to get sloppy, I'll be ready. It's a two second job to take it off or install it, and I'll have peace of mind for the event, and a fender to keep me cleaner if I ride By-Tor to work and back during wetter times.

There's one more modification coming. It is a major one, and given the conditions on the route of Triple D are now "hard as concrete", as described by the promoter, this mod may be a really smart one. That might show up tomorrow or today. Stay tuned for that big switch........

Triple D 2014: Modifications

SKS Grand MOM Fender mods in progress

The Triple D forecast has been vacillating back and forth from being over freezing to below freezing. In the case of an above freezing event, I have come up with something to keep my arse dry while traveling across the open farm fields and on the Heritage Trail where water could easily soak my backside and may end up making me freeze to death.

I have an SKS Grand MOM fender that's been on the Fargo and I pressed it into service on the Ti Mukluk. I knew it would be a bit shy of doing what I wanted, but I figured I would give it a shot regardless. Hey- maybe I might be wrong! Turns out I wasn't- I got my backside wet despite having this clipped to the Mukluk.

My buddy, MG, also has this fender and he showed me an image of what he did to his and reported to me that it worked great. He simply extended the coverage by adding layers of Gorilla Tape. I was looking for something a bit more permanent, since if this worked out, the fender would live on a fat bike the rest of its useable life, and not on the Fargo anymore.

I thought that a "skeleton" of some sort would maybe give the Gorilla Tape some structure and may last longer than MG's admittedly temporary set up for his rig. (A gorgeous Singular Puffin, by the way.) So I gave thought to doing something a bit different than MG had done. Now when I "give thought" to something, it may appear that I've gone into a trance, and when Mrs. Guitar Ted saw me in the Lab staring at By-Tor, she was taken aback by my statuesque appearance, but I assured her I was okay, "just thinking! Visualizing, actually would be more accurate. I had an idea and I had to wait to get to work to act on it.

Finished project.

I used some stainless steel spokes, a couple of nipples, and a vise to help me bend things rightly. Then I used the old Hozan spoke threader tool to do a bit of thread rolling and there you have it. A skeleton waiting to be "fleshed out"! I also drilled and punched out four small holes in the SKS fender to mount the "skeleton" and used the J-bend of the spokes to keep the ends from pulling through.

My Gorilla Tape was at home, so I had to wait to get home to start taping it up. I imagined myself doing a "poor man's carbon layup" as I was applying the tape in sections both on top and underneath the fender. I used several small strips and patches to make it have the best structure and retain a modicum of decent looks. My symmetry was off a bit, but at least it isn't totally atrocious!

I figure I gained about an inch in width on each side and about an inch and a half- two inches out back for extended coverage. Now all I have to do is test it out, but with all the remaining days up to Triple D forecast to be below the freezing mark, I am not sure that will happen. However; if Triple D does get warmer and things look to get sloppy, I'll be ready. It's a two second job to take it off or install it, and I'll have peace of mind for the event, and a fender to keep me cleaner if I ride By-Tor to work and back during wetter times.

There's one more modification coming. It is a major one, and given the conditions on the route of Triple D are now "hard as concrete", as described by the promoter, this mod may be a really smart one. That might show up tomorrow or today. Stay tuned for that big switch........

Triple D 2014: Starting From Zero

My training partner

Last weekend I took ill. Very ill. I missed two days of work, had the worst headache I have ever had, and lost about all of my energy. Some sort of flu, is what Mrs. Guitar Ted says, and she should know. She had it worse than I did!

At any rate, I was off the bike for several days, and made only two commutes back and forth to work all week. I was running on near-empty both days, and it is only about a 5 mile ride. Of course, this doesn't bode well for Triple D, but these are the cards I have been dealt. My objective is to play them to the best of my abilities.

To that end, I decided a ride Saturday with my son would help me gauge my recovery and prevent me from pushing too hard if I was not ready. It was also going to be more experience on snow for him, so it was a good plan for both of us. Oh.......did I mention that I slept for 12 hours from Friday night to Saturday morning?  Yeah......I probably should note that as well.

So, it was icy, and yes, we both went down nearly simultaneously in an alley not long after we got rolling, which was later in the afternoon. No harm no foul. We both were laughing about it. Jacob was learning the ropes on riding in snow, which he was picking up on well. It was the starting again after a stop that was getting his goat. The bike......it is a wee bit too big, and so he was having a bit of a struggle he probably would have had less of with a bit more clearance. Snow makes it tougher in that regard. On dry grounds he is perfectly fine.

Knocked down-get back up again.

Ruts were where we had to ride. The other places were unpacked snow and were pretty much unrideable. Ruts are tough though. Mental focus and relaxing at the same time to let the bike just flow are not things that come easily, especially to someone wound kind of tight, as is my son. He got the hang of it though, and he did great. He hung in there and even in the hike-a-bike sections, he didn't complain at all.

I saw a couple of times where it was more the tire's fault than his though. Yes, those BFL's are my old, halfway worn out ones, and obviously, they do not have the grip that other tires would have. I think a new set of tires will be in order for him soon. Eventually, I think a set of lighter wheels will be coming as well. But hey- at least he has a starting point! I can't get too worried about what my perceived limitations for him are, and ya know- kids are pretty resilient folk, if you let them go, they can go. That said, I know he likes the bike, so upgrades will come when it seems appropriate.

2 miles of shuffling on glare ice into the night!

At any rate- we continued on until we got through to the bike path leading back home which the city of Waterloo clears. This is a great thing for walkers, runners, and cyclists, that is- unless there is freezing rain. Then the bare cement becomes an ice skating rink more than anything. Especially so since there are no provisions on the bike paths for drainage at all, which I find really stupid, but there it is.

I found a snowmobile track in a field to our right. Jacob was content to push/shuffle, so I took the snow and made good headway, but it was certainly higher resistance riding.  Eventually our paths came together again, and I was back to shuffling on the ice with Jacob. Probably two miles worth of that. Finally we were back to being able to ride, and we got back home with no further issues.

It seemed like a nice easy ride, and afterward I felt okay. However; Sunday I ended up sleeping late again, and all day I was lacking in energy and felt like going back to sleep. Yeah.....not recovered fully yet! So, Sunday was another totally off the bike, rest hard day. I will be putting in the commute miles and see where I am by Tuesday. Hopefully I get back on the upswing with my health.

This has forced me to review my goals. I won't set anything solid until later this week, but I definitely know my hand is a different hand than I have been dealt going into this race before.

Triple D 2014: Starting From Zero

My training partner

Last weekend I took ill. Very ill. I missed two days of work, had the worst headache I have ever had, and lost about all of my energy. Some sort of flu, is what Mrs. Guitar Ted says, and she should know. She had it worse than I did!

At any rate, I was off the bike for several days, and made only two commutes back and forth to work all week. I was running on near-empty both days, and it is only about a 5 mile ride. Of course, this doesn't bode well for Triple D, but these are the cards I have been dealt. My objective is to play them to the best of my abilities.

To that end, I decided a ride Saturday with my son would help me gauge my recovery and prevent me from pushing too hard if I was not ready. It was also going to be more experience on snow for him, so it was a good plan for both of us. Oh.......did I mention that I slept for 12 hours from Friday night to Saturday morning?  Yeah......I probably should note that as well.

So, it was icy, and yes, we both went down nearly simultaneously in an alley not long after we got rolling, which was later in the afternoon. No harm no foul. We both were laughing about it. Jacob was learning the ropes on riding in snow, which he was picking up on well. It was the starting again after a stop that was getting his goat. The bike......it is a wee bit too big, and so he was having a bit of a struggle he probably would have had less of with a bit more clearance. Snow makes it tougher in that regard. On dry grounds he is perfectly fine.

Knocked down-get back up again.

Ruts were where we had to ride. The other places were unpacked snow and were pretty much unrideable. Ruts are tough though. Mental focus and relaxing at the same time to let the bike just flow are not things that come easily, especially to someone wound kind of tight, as is my son. He got the hang of it though, and he did great. He hung in there and even in the hike-a-bike sections, he didn't complain at all.

I saw a couple of times where it was more the tire's fault than his though. Yes, those BFL's are my old, halfway worn out ones, and obviously, they do not have the grip that other tires would have. I think a new set of tires will be in order for him soon. Eventually, I think a set of lighter wheels will be coming as well. But hey- at least he has a starting point! I can't get too worried about what my perceived limitations for him are, and ya know- kids are pretty resilient folk, if you let them go, they can go. That said, I know he likes the bike, so upgrades will come when it seems appropriate.

2 miles of shuffling on glare ice into the night!

At any rate- we continued on until we got through to the bike path leading back home which the city of Waterloo clears. This is a great thing for walkers, runners, and cyclists, that is- unless there is freezing rain. Then the bare cement becomes an ice skating rink more than anything. Especially so since there are no provisions on the bike paths for drainage at all, which I find really stupid, but there it is.

I found a snowmobile track in a field to our right. Jacob was content to push/shuffle, so I took the snow and made good headway, but it was certainly higher resistance riding.  Eventually our paths came together again, and I was back to shuffling on the ice with Jacob. Probably two miles worth of that. Finally we were back to being able to ride, and we got back home with no further issues.

It seemed like a nice easy ride, and afterward I felt okay. However; Sunday I ended up sleeping late again, and all day I was lacking in energy and felt like going back to sleep. Yeah.....not recovered fully yet! So, Sunday was another totally off the bike, rest hard day. I will be putting in the commute miles and see where I am by Tuesday. Hopefully I get back on the upswing with my health.

This has forced me to review my goals. I won't set anything solid until later this week, but I definitely know my hand is a different hand than I have been dealt going into this race before.

Trans Iowa: Ten Years Of Tales #28

In mid-November, the idea of Trans Iowa was hatched. The year was 2004. In the ten years since then there have been many stories and memories. These posts will tell of the most prominent ones to my mind. Maybe I'll even spill the beans on some things you never knew....

 So, there were these four new race leaders, with only Charlie Farrow having any previous T.I. front runner status, but I learned throughout the day that Dave Praaman was also an experienced racer and one to watch closely. Meiser was a T.I. veteran and finisher of v3, so I knew he was experienced, and I'd been told he was a tough dude. Tim Ek was the question mark for us. Yes- he had finished T.I.v3, but as we knew he was in arrears on supplies, we were skeptical of his being able to hang on.

There were some early surprises. John Gorilla, the T.I.v4 winner, suffered a mechanical and had to withdraw, Charly Tri, as I found out later, was "the tree that fell on a B road" that Joe Meiser was trying to tell me about at the convenience store in North English. His derailleur hangar broke. Several other DNF's and mechanicals started coming to our attention. The roads were fresh with gravel in many places, and a Westerly wind rose up, mostly in the faces of the riders as they stair stepped up towards Checkpoint #2 which would be a big factor for many riders in the event. We were on our way to that very checkpoint to see about our volunteers.

Matt Braun hamming it up for the camera. (Image by Cornbread)

It was a beautiful day by the time we got to the convenience store in LeGrand Iowa, where we had planned Checkpoint #2 to be at. David and I arrived to find a couple of our guys there and not long after our arrival, Matt Maxwell rode in on his bicycle from Ames to serve as one of our volunteers as well.

With everything in order, we only had to await the arrival of the leaders.  The four showed up still together and hit the convenience store for supplies. David and I then decided we would run a short loop and return to the checkpoint later to see how things were coming along, and to actually take in the middle part of a Trans Iowa event, which neither of us had taken the time to do before.

Everything checked out okay, so we hit the checkpoint again at a time when the place was hopping with our riders and with customers in general. Bicycles were laid up against all sides of the store, as is usual with any gravel event in the Mid-West. However; as we learned later, the store was understaffed. They only had two employees on duty, and the place was crawling with customers. Added to this was the fact that this store also was a pizza outlet and orders were being made by one of the staff, leaving a poor, middle aged woman as the defacto only person running the joint!

Well, she had gotten so angry about her situation, and stressed out, that she snapped and was trying to play the role of constable and chase our racers away from the premises. She made a "rule" that no bicycles could be leaned up against the front of the store and was getting pretty animated when I tried to spread the word to everyone to roll with it and get on out of there ASAP. It was a bit tense, and David and I duly noted the store was a privately owned one. We have never used that place as a stop since, by the way!

Typical v5 convenience store madness. (Image by Al Brunner)

Well, we still had one more checkpoint, in Traer Iowa, which by the T.I.v5 course was only 66 miles from CP#2. With the leaders having been gone awhile, David and I decided to get outta Le Grand and take the route to Traer to hopefully cut them off before they arrived there. We skipped a little bit, I think, because I don't remember seeing the leaders until CP#3 there in Traer.

Anyway, I remember lots of DNF's at LeGrand. I also recall seeing some things, (and hearing about others later), that David and I found a bit alarming. Checkpoints were being "leaked" to racer's support folks and they were showing up at the checkpoints to "cheer on" and in some cases, as we learned too late, to "help" out some of the racers. I filed this into the think tank for later and because of these activities we made significant changes to Trans Iowa which have affected it to this very day. I also recall this Trans Iowa as being the one where "social media" via texts, various "aps",  and actual phone calls were something of a "thing". This was much to my dismay as well, since it was something David and I saw as "outside support", but it was something we also knew was virtually unstoppable.

If nothing else, this Trans Iowa had already provoked us to have a lot to consider for a possible V6, and was running uncannily smoothly. In fact, it was probably one of the most laid back, fun Trans Iowas I have been a part of, but there still is more to say about that later.

Next Week: A warrior lost......

Trans Iowa: Ten Years Of Tales #28

In mid-November, the idea of Trans Iowa was hatched. The year was 2004. In the ten years since then there have been many stories and memories. These posts will tell of the most prominent ones to my mind. Maybe I'll even spill the beans on some things you never knew....

 So, there were these four new race leaders, with only Charlie Farrow having any previous T.I. front runner status, but I learned throughout the day that Dave Praaman was also an experienced racer and one to watch closely. Meiser was a T.I. veteran and finisher of v3, so I knew he was experienced, and I'd been told he was a tough dude. Tim Ek was the question mark for us. Yes- he had finished T.I.v3, but as we knew he was in arrears on supplies, we were skeptical of his being able to hang on.

There were some early surprises. John Gorilla, the T.I.v4 winner, suffered a mechanical and had to withdraw, Charly Tri, as I found out later, was "the tree that fell on a B road" that Joe Meiser was trying to tell me about at the convenience store in North English. His derailleur hangar broke. Several other DNF's and mechanicals started coming to our attention. The roads were fresh with gravel in many places, and a Westerly wind rose up, mostly in the faces of the riders as they stair stepped up towards Checkpoint #2 which would be a big factor for many riders in the event. We were on our way to that very checkpoint to see about our volunteers.

Matt Braun hamming it up for the camera. (Image by Cornbread)

It was a beautiful day by the time we got to the convenience store in LeGrand Iowa, where we had planned Checkpoint #2 to be at. David and I arrived to find a couple of our guys there and not long after our arrival, Matt Maxwell rode in on his bicycle from Ames to serve as one of our volunteers as well.

With everything in order, we only had to await the arrival of the leaders.  The four showed up still together and hit the convenience store for supplies. David and I then decided we would run a short loop and return to the checkpoint later to see how things were coming along, and to actually take in the middle part of a Trans Iowa event, which neither of us had taken the time to do before.

Everything checked out okay, so we hit the checkpoint again at a time when the place was hopping with our riders and with customers in general. Bicycles were laid up against all sides of the store, as is usual with any gravel event in the Mid-West. However; as we learned later, the store was understaffed. They only had two employees on duty, and the place was crawling with customers. Added to this was the fact that this store also was a pizza outlet and orders were being made by one of the staff, leaving a poor, middle aged woman as the defacto only person running the joint!

Well, she had gotten so angry about her situation, and stressed out, that she snapped and was trying to play the role of constable and chase our racers away from the premises. She made a "rule" that no bicycles could be leaned up against the front of the store and was getting pretty animated when I tried to spread the word to everyone to roll with it and get on out of there ASAP. It was a bit tense, and David and I duly noted the store was a privately owned one. We have never used that place as a stop since, by the way!

Typical v5 convenience store madness. (Image by Al Brunner)

Well, we still had one more checkpoint, in Traer Iowa, which by the T.I.v5 course was only 66 miles from CP#2. With the leaders having been gone awhile, David and I decided to get outta Le Grand and take the route to Traer to hopefully cut them off before they arrived there. We skipped a little bit, I think, because I don't remember seeing the leaders until CP#3 there in Traer.

Anyway, I remember lots of DNF's at LeGrand. I also recall seeing some things, (and hearing about others later), that David and I found a bit alarming. Checkpoints were being "leaked" to racer's support folks and they were showing up at the checkpoints to "cheer on" and in some cases, as we learned too late, to "help" out some of the racers. I filed this into the think tank for later and because of these activities we made significant changes to Trans Iowa which have affected it to this very day. I also recall this Trans Iowa as being the one where "social media" via texts, various "aps",  and actual phone calls were something of a "thing". This was much to my dismay as well, since it was something David and I saw as "outside support", but it was something we also knew was virtually unstoppable.

If nothing else, this Trans Iowa had already provoked us to have a lot to consider for a possible V6, and was running uncannily smoothly. In fact, it was probably one of the most laid back, fun Trans Iowas I have been a part of, but there still is more to say about that later.

Next Week: A warrior lost......

Trans Iowa: Ten Years Of Tales #27

In mid-November, the idea of Trans Iowa was hatched. The year was 2004. In the ten years since then there have been many stories and memories. These posts will tell of the most prominent ones to my mind. Maybe I'll even spill the beans on some things you never knew....

Eventual T.I.v5 winner, Joe Meiser, (in black), going through CP#1

 Before I continue with the remembrances past Checkpoint #1 in T.I.v5, I have to go back a bit and remind you all of the "imposter" from the pre-race meeting. (See here if you missed that)

I think it was somewhere up the road past Checkpoint #1 when we got a call from someone. It was two of our fine Checkpoint #1 volunteers, Katy Studel and Cale Wenthur, out for a ride after the checkpoint had closed down. They had a strange tale to share with David and I.

As Katy and Cale were riding they came across what looked like a lone cyclist stopped in the road at an intersection. They rode up to investigate, because besides the T.I.v5 riders, there weren't going to be very many, if any, cyclists out riding. once they got closer, much to their amazement, they recognized the gear and race number as someone from T.I.v5!

How could that be?, they wondered, and soon it became clear what had happened. The woman that had jumped in to claim the only no-show spot in T.I.v5 was disoriented. Instead of being where she thought she was, she was 60-70 miles East of that point in an entirely different county. How it came to be that she got so far off track, we do not know, but road names and numbers often repeat themselves from county to county, and she had found that some of the route duplicated names, but the mileages to turns were off. Katy and Cale convinced her that she would be better to pedal the few miles back in to Williamsburg and call it a day rather than to fight the losing battle of getting back on route only to miss the cut off time. (Which she surely would have.)

The prototype Salsa La Cruz Ti that J. Meiser rode to victory in T.I.v5

So, back to North English, where David and I waited in the chill air of a Saturday morning for some sign of the leaders from Trans Iowa v5. It seemed like we waited forever, too, as the ride pace had slowed from the early hours. Eventually, two riders rounded the turn to the paved road leading to the convenience store.

It was Charlie Farrow and Joe Meiser. We were a bit surprised by Joe's being up front. I had been told Joe was a "motor", but I didn't peg him for a front runner in Trans Iowa. Not far behind were Dave Praaman and a few others. They all went into the convenience store to buy resupplies. When Joe popped back out I was plying him with questions about how things were going and he was a bit jumbled in his thoughts, leading me to become confused and concerned about some of his statements. In the end, that was not important,  but what did happen immediately after was a big turning point in the event, and David and I just happened to be on hand to witness it. It all went down right there in front of the convenience store.

The scene at North English. (Image by Cornbread)

I had just finished trying to figure out what Joe Meiser was trying to say when a couple of cyclists rolled up quickly. One, on a black bike dressed in a black kit from head to toe started screaming, (literally), "Let's go! Let's go, Charlie!". I turned to look and the fellow, whose gaze was fixed on Charlie Farrow, who himself was aghast at the sudden intensity level increase, and watched in utter amazement as he literally swallowed an entire banana in one gulp and then immediately began to rant, "Let's go, let's go!"

Charlie, who was trying to fill some water bottles from a gallon water jug, hesitated for a moment, then quickly mounted his bike in chase of Joe Meiser, who had just pedaled away. Dave Praaman, who had just emerged from the convenience store, got mounted up quickly and gave chase as well.  Four riders up the road, and it was chaotic, then suddenly, the intensity level was gone. The air was less tense, you could really feel it. As other riders casually rolled in, the pace and emotions were no where near as high as they were when a crazed man in a black kit came screaming into the convenience store in North English.

In fact, the whole scene had been so quick and confusing that David and I just had to get back into the Honda to go see just who was in that four up break. So, we took off, all abuzz about the turn of events and wondering how in the world they might stay away when we figured half of them hadn't even resupplied properly, or at all. Out of the four, we surmised that Meiser was the only rider that could have gotten everything he needed before the chaos erupted back in town. As we passed the group, one dangled off the back a bit. It was the mad man in black. David checked the roster against the number and figured it was Tim Ek! I knew that name from T.I.v3, but again, a new face for the front of a Trans Iowa for sure.

Okay, so as I recall, at this point in the event I felt all sorts of things. I was concerned about some things Joe Meiser had said, but as I stated, they were eventually shown to be simple miscommunications, and then I was told Trans Iowa Radio wasn't posting right, and that weighed on my mind. Then we still had checkpoints to man and roads to check over, so while it was going really, really well, I was also not totally relaxed, or I was unwilling to let myself be, I suppose. Waiting for the other foot to fall, I guess. Whatever it was, we forged ahead on dusty roads under sunny skies to Checkpoint #2 to make sure all was in order.

Next: A busy convenience store clerk gets cranky.....

Trans Iowa: Ten Years Of Tales #27

In mid-November, the idea of Trans Iowa was hatched. The year was 2004. In the ten years since then there have been many stories and memories. These posts will tell of the most prominent ones to my mind. Maybe I'll even spill the beans on some things you never knew....

Eventual T.I.v5 winner, Joe Meiser, (in black), going through CP#1

 Before I continue with the remembrances past Checkpoint #1 in T.I.v5, I have to go back a bit and remind you all of the "imposter" from the pre-race meeting. (See here if you missed that)

I think it was somewhere up the road past Checkpoint #1 when we got a call from someone. It was two of our fine Checkpoint #1 volunteers, Katy Studel and Cale Wenthur, out for a ride after the checkpoint had closed down. They had a strange tale to share with David and I.

As Katy and Cale were riding they came across what looked like a lone cyclist stopped in the road at an intersection. They rode up to investigate, because besides the T.I.v5 riders, there weren't going to be very many, if any, cyclists out riding. once they got closer, much to their amazement, they recognized the gear and race number as someone from T.I.v5!

How could that be?, they wondered, and soon it became clear what had happened. The woman that had jumped in to claim the only no-show spot in T.I.v5 was disoriented. Instead of being where she thought she was, she was 60-70 miles East of that point in an entirely different county. How it came to be that she got so far off track, we do not know, but road names and numbers often repeat themselves from county to county, and she had found that some of the route duplicated names, but the mileages to turns were off. Katy and Cale convinced her that she would be better to pedal the few miles back in to Williamsburg and call it a day rather than to fight the losing battle of getting back on route only to miss the cut off time. (Which she surely would have.)

The prototype Salsa La Cruz Ti that J. Meiser rode to victory in T.I.v5

So, back to North English, where David and I waited in the chill air of a Saturday morning for some sign of the leaders from Trans Iowa v5. It seemed like we waited forever, too, as the ride pace had slowed from the early hours. Eventually, two riders rounded the turn to the paved road leading to the convenience store.

It was Charlie Farrow and Joe Meiser. We were a bit surprised by Joe's being up front. I had been told Joe was a "motor", but I didn't peg him for a front runner in Trans Iowa. Not far behind were Dave Praaman and a few others. They all went into the convenience store to buy resupplies. When Joe popped back out I was plying him with questions about how things were going and he was a bit jumbled in his thoughts, leading me to become confused and concerned about some of his statements. In the end, that was not important,  but what did happen immediately after was a big turning point in the event, and David and I just happened to be on hand to witness it. It all went down right there in front of the convenience store.

The scene at North English. (Image by Cornbread)

I had just finished trying to figure out what Joe Meiser was trying to say when a couple of cyclists rolled up quickly. One, on a black bike dressed in a black kit from head to toe started screaming, (literally), "Let's go! Let's go, Charlie!". I turned to look and the fellow, whose gaze was fixed on Charlie Farrow, who himself was aghast at the sudden intensity level increase, and watched in utter amazement as he literally swallowed an entire banana in one gulp and then immediately began to rant, "Let's go, let's go!"

Charlie, who was trying to fill some water bottles from a gallon water jug, hesitated for a moment, then quickly mounted his bike in chase of Joe Meiser, who had just pedaled away. Dave Praaman, who had just emerged from the convenience store, got mounted up quickly and gave chase as well.  Four riders up the road, and it was chaotic, then suddenly, the intensity level was gone. The air was less tense, you could really feel it. As other riders casually rolled in, the pace and emotions were no where near as high as they were when a crazed man in a black kit came screaming into the convenience store in North English.

In fact, the whole scene had been so quick and confusing that David and I just had to get back into the Honda to go see just who was in that four up break. So, we took off, all abuzz about the turn of events and wondering how in the world they might stay away when we figured half of them hadn't even resupplied properly, or at all. Out of the four, we surmised that Meiser was the only rider that could have gotten everything he needed before the chaos erupted back in town. As we passed the group, one dangled off the back a bit. It was the mad man in black. David checked the roster against the number and figured it was Tim Ek! I knew that name from T.I.v3, but again, a new face for the front of a Trans Iowa for sure.

Okay, so as I recall, at this point in the event I felt all sorts of things. I was concerned about some things Joe Meiser had said, but as I stated, they were eventually shown to be simple miscommunications, and then I was told Trans Iowa Radio wasn't posting right, and that weighed on my mind. Then we still had checkpoints to man and roads to check over, so while it was going really, really well, I was also not totally relaxed, or I was unwilling to let myself be, I suppose. Waiting for the other foot to fall, I guess. Whatever it was, we forged ahead on dusty roads under sunny skies to Checkpoint #2 to make sure all was in order.

Next: A busy convenience store clerk gets cranky.....

Friday News And Views

Note: The following screed was originally published on Twenty Nine Inches just yesterday. It contains serious doses of my opinion, so be forewarned! 

 What Is "Fat"?- With Winter in the Mid-West comes a renewed focus on my bikes with the cartoonish tires. Fat bikes are not necessarily just for Winter anymore, true- However; when the snows fly, the Mercury dips below the point on the thermometer where water freezes, and the local trails are inundated in a white, crusty substance, the fat bikes really shine. I would otherwise be left to whatever roads are clear, and that is not very interesting, now is it?

Since early 2011, I have been riding fat bikes and I have had nothing but fun, questions, and stares from onlookers. Curiosity for these bikes is still at a high level, but with so many options coming on the scene now, I figure we’re at the heights of the “newness” in terms of the fat bike timeline. Now we’re moving on to figuring out the details. What are these bikes? Are they purely a fad, are they a “real mountain bike alternative”, and when do we get a suspension fork already?!! As if that were not enough, now we have an “interloper” wheel size- 29+. Just how and where does that fit into the scheme of things? (And this doesn’t even account for Surly’s other “pot stirring wheel size”, the 26 X 3″ tire Surly says is 27.5″ in diameter. Those clever Surly guys! Always keeping us on our toes!)

 Does any of this really matter? A fair question. However; it appears that it isn’t just as simple as “just go ride a bike- any bike”. Nope. Rules in races, and rules for trail usage are demanding definitions. Trails users are fearful of “damage” to groomed surfaces if 29 X 3″ tires, (or really wide 26″ tire, but less than 3.8″), are allowed on these snowy tracks. Race rules are being sorted at this very moment. Terribly described in tiny paragraphs, so they will not conflict with USA Cycling, which itself is being modified to accommodate the FUTURE!

 Seriously- racing is probably the single most defining criteria of “what is fat” going forward. Manufacturers are waiting on the racing statutes and rules to be drawn up so that they will know where to inject their R&D for new product. This also will affect the “obese” side of the equation- the 5″ wide, 190mm rear spaced behemoths of the night that ponderously steamroll heretofore unrideable terrain into submission. If the racing rules and regulations settle on fat bikes having at least a 3.8″ tire and a frame with 170mm rear spacing/ 135mm front spacing, then manufacturing concerns will be poised to jump into that pool to push the fat bike into areas that will boggle our frozen medullas.

 Interesting times for fans of fat, to be sure. Just where the chips will fall is anybody’s guess right now, but it is not going to be very long at all before “what is a fat bike” is defined without question. Now, I don’t think for a moment that 4.8″ tires, 190mm rear spaced frames, or 29+ will be legislated out of existence. Not at all, but what I am saying is that in terms of land access, new components, and new innovations, the “what is fat” question needs answering, and soon, before much forward progress is going to be made.

 Have a great weekend folks!

Friday News And Views

Note: The following screed was originally published on Twenty Nine Inches just yesterday. It contains serious doses of my opinion, so be forewarned! 

 What Is "Fat"?- With Winter in the Mid-West comes a renewed focus on my bikes with the cartoonish tires. Fat bikes are not necessarily just for Winter anymore, true- However; when the snows fly, the Mercury dips below the point on the thermometer where water freezes, and the local trails are inundated in a white, crusty substance, the fat bikes really shine. I would otherwise be left to whatever roads are clear, and that is not very interesting, now is it?

Since early 2011, I have been riding fat bikes and I have had nothing but fun, questions, and stares from onlookers. Curiosity for these bikes is still at a high level, but with so many options coming on the scene now, I figure we’re at the heights of the “newness” in terms of the fat bike timeline. Now we’re moving on to figuring out the details. What are these bikes? Are they purely a fad, are they a “real mountain bike alternative”, and when do we get a suspension fork already?!! As if that were not enough, now we have an “interloper” wheel size- 29+. Just how and where does that fit into the scheme of things? (And this doesn’t even account for Surly’s other “pot stirring wheel size”, the 26 X 3″ tire Surly says is 27.5″ in diameter. Those clever Surly guys! Always keeping us on our toes!)

 Does any of this really matter? A fair question. However; it appears that it isn’t just as simple as “just go ride a bike- any bike”. Nope. Rules in races, and rules for trail usage are demanding definitions. Trails users are fearful of “damage” to groomed surfaces if 29 X 3″ tires, (or really wide 26″ tire, but less than 3.8″), are allowed on these snowy tracks. Race rules are being sorted at this very moment. Terribly described in tiny paragraphs, so they will not conflict with USA Cycling, which itself is being modified to accommodate the FUTURE!

 Seriously- racing is probably the single most defining criteria of “what is fat” going forward. Manufacturers are waiting on the racing statutes and rules to be drawn up so that they will know where to inject their R&D for new product. This also will affect the “obese” side of the equation- the 5″ wide, 190mm rear spaced behemoths of the night that ponderously steamroll heretofore unrideable terrain into submission. If the racing rules and regulations settle on fat bikes having at least a 3.8″ tire and a frame with 170mm rear spacing/ 135mm front spacing, then manufacturing concerns will be poised to jump into that pool to push the fat bike into areas that will boggle our frozen medullas.

 Interesting times for fans of fat, to be sure. Just where the chips will fall is anybody’s guess right now, but it is not going to be very long at all before “what is a fat bike” is defined without question. Now, I don’t think for a moment that 4.8″ tires, 190mm rear spaced frames, or 29+ will be legislated out of existence. Not at all, but what I am saying is that in terms of land access, new components, and new innovations, the “what is fat” question needs answering, and soon, before much forward progress is going to be made.

 Have a great weekend folks!

Some Flex Is "Good"

The Salsa Cycles "Regulator" Ti Post

If you just pay casual attention to the cycling industry, you'll hear the words "stiffness" and "stiff" used a lot. You might begin to think that cyclists are looking for the most rigid structures known to Man to ride upon. If you are in this camp, please know that this is really not the case. Some "flex" is good. Really good!

In fact, like most things in life, balance is key to cycling comfort, and not just for the painfully obvious reasons. A good balance of stiffness to flex is not only good for riding, but it is necessary. But it goes beyond this- Flex needs to be not only something in a balanced proportion to stiffness, it needs to be in the right places as well. 

Okay, here's a "Captain Obvious" example for you. Think about tires. A totally stiff, unforgiving tire is a bad thing. Uncomfortable, slow, and hard to control. However; a nicer, pliable casing with a reasonable amount of air pressure? Heavenly! (And faster to boot, I might add.) So it is with flex in some other places on the bike, and here is one place you may want to consider having a modicum of flex: that being your seat post.

Mountain bikers kind of figured this out a long time ago. Due to the necessity for more clearance when standing over the bike on uneven terrain, or for bailing off the bike in a hurry without entangling one's appendages on the frame, mountain bike design started to make the main triangle of the frame smaller and shorter. This also had the added side benefits of making frames stiffer and lighter, both good things in an off road frame. However; leg extension needs meant that seat posts needed to become longer. In making these posts, a side benefit was discovered in that while seated, the post tended to flex backward slightly under the rider's weight when the rider hit a trail obstacle. This lead to some wacky designs like the Allsop/Softride beam, various suspension posts with linkages, and to some degree was a factor in the Unified Rear Triangle (URT) designs for rear suspension.

The Ergon CF-3 Pro Carbon Post

Some materials technology advancements have also helped bring some of these mountain bike bred ideas further. Titanium was discovered to have exemplary attributes for a seat post, so Moots, then Kent Eriksen, (under his own name), started making titanium posts that have become standard fare for those looking for something to take the edge off on hard tail rigs. Cane Creek bought the Thudbuster design, refined it, and now it is also a highly regarded design for a bit of engineered flex.

Ergon has taken the beam idea and turned it into a spectacular post with the CF-3 Pro Carbon model, which unfortunately is only rated for road bikes now, although a mountain bike version is said to be in the works. Modern choices in "flexible' posts have also been proffered in carbon fiber, maybe none more specifically than Niner Bikes RDO post, which is marketed as being made from "Unstiff Carbon".

Okay, so that's all fantastic, but is it a good idea? Well, from my experiences, and from those of others I have spoken with, and watched riding, the unequivocal answer is "yes", flex in the seat post is great, but maybe not at the expense of toughness, durability, and weight. The trouble with many of the suspension posts is mainly weight. Durability has been an issue with some, and tough carbon posts exist, but the spectre of shards of broken carbon fiber jamming into a rider's thigh after a sudden breakage of a carbon post, (either real or imaginary), is enough to put some folks off that idea for good.

All that to say that the off road, or heavier rider, that wants a bit of edge muted during seated riding usually favors titanium posts. They seem to have the greatest following now, although the Niner RDO post and the Ergon post may change some minds there given time and the proper post for the job. I am helping to conduct a test of some of these ideas over at Gravel Grinder News. (You can see the initial Ergon post write ups here and here. The Niner RDO post and the Salsa Cycles Regulator post reviews will follow soon.) The biggest negative I can see so far is the price of entry, with all of these posts falling between the 200-300 range. But if they do the job as advertised, it may actually save you money in searching for a more comfortable saddle or it may allow you to run a slightly more efficient air pressure in your rear tire, saving a bit of energy. Or, maybe you'll just be more comfortable, and that may be all it takes to get you out more and for longer rides on your bicycle.

Of course, there are other places flex is good, but for now, I will be focusing on the seat post. Stay tuned, there will be more to come.....  

Some Flex Is "Good"

The Salsa Cycles "Regulator" Ti Post

If you just pay casual attention to the cycling industry, you'll hear the words "stiffness" and "stiff" used a lot. You might begin to think that cyclists are looking for the most rigid structures known to Man to ride upon. If you are in this camp, please know that this is really not the case. Some "flex" is good. Really good!

In fact, like most things in life, balance is key to cycling comfort, and not just for the painfully obvious reasons. A good balance of stiffness to flex is not only good for riding, but it is necessary. But it goes beyond this- Flex needs to be not only something in a balanced proportion to stiffness, it needs to be in the right places as well. 

Okay, here's a "Captain Obvious" example for you. Think about tires. A totally stiff, unforgiving tire is a bad thing. Uncomfortable, slow, and hard to control. However; a nicer, pliable casing with a reasonable amount of air pressure? Heavenly! (And faster to boot, I might add.) So it is with flex in some other places on the bike, and here is one place you may want to consider having a modicum of flex: that being your seat post.

Mountain bikers kind of figured this out a long time ago. Due to the necessity for more clearance when standing over the bike on uneven terrain, or for bailing off the bike in a hurry without entangling one's appendages on the frame, mountain bike design started to make the main triangle of the frame smaller and shorter. This also had the added side benefits of making frames stiffer and lighter, both good things in an off road frame. However; leg extension needs meant that seat posts needed to become longer. In making these posts, a side benefit was discovered in that while seated, the post tended to flex backward slightly under the rider's weight when the rider hit a trail obstacle. This lead to some wacky designs like the Allsop/Softride beam, various suspension posts with linkages, and to some degree was a factor in the Unified Rear Triangle (URT) designs for rear suspension.

The Ergon CF-3 Pro Carbon Post

Some materials technology advancements have also helped bring some of these mountain bike bred ideas further. Titanium was discovered to have exemplary attributes for a seat post, so Moots, then Kent Eriksen, (under his own name), started making titanium posts that have become standard fare for those looking for something to take the edge off on hard tail rigs. Cane Creek bought the Thudbuster design, refined it, and now it is also a highly regarded design for a bit of engineered flex.

Ergon has taken the beam idea and turned it into a spectacular post with the CF-3 Pro Carbon model, which unfortunately is only rated for road bikes now, although a mountain bike version is said to be in the works. Modern choices in "flexible' posts have also been proffered in carbon fiber, maybe none more specifically than Niner Bikes RDO post, which is marketed as being made from "Unstiff Carbon".

Okay, so that's all fantastic, but is it a good idea? Well, from my experiences, and from those of others I have spoken with, and watched riding, the unequivocal answer is "yes", flex in the seat post is great, but maybe not at the expense of toughness, durability, and weight. The trouble with many of the suspension posts is mainly weight. Durability has been an issue with some, and tough carbon posts exist, but the spectre of shards of broken carbon fiber jamming into a rider's thigh after a sudden breakage of a carbon post, (either real or imaginary), is enough to put some folks off that idea for good.

All that to say that the off road, or heavier rider, that wants a bit of edge muted during seated riding usually favors titanium posts. They seem to have the greatest following now, although the Niner RDO post and the Ergon post may change some minds there given time and the proper post for the job. I am helping to conduct a test of some of these ideas over at Gravel Grinder News. (You can see the initial Ergon post write ups here and here. The Niner RDO post and the Salsa Cycles Regulator post reviews will follow soon.) The biggest negative I can see so far is the price of entry, with all of these posts falling between the 200-300 range. But if they do the job as advertised, it may actually save you money in searching for a more comfortable saddle or it may allow you to run a slightly more efficient air pressure in your rear tire, saving a bit of energy. Or, maybe you'll just be more comfortable, and that may be all it takes to get you out more and for longer rides on your bicycle.

Of course, there are other places flex is good, but for now, I will be focusing on the seat post. Stay tuned, there will be more to come.....