Gravel Grinder News: Robideaux Rendezvous On "Indefinite Pause"

 On Wednesday this past week, on an Instagram post on the Robidoux Rendezvous account, a statement was released which said that the Robidoux Rendezvous would be on "indefinite pause" going forward. 

In the statement, there was the indication that the event had reached a size that was unmanageable as a hobby, but still not "big enough" to warrant a full-time status as a job for the race director. Then there was this paragraph:

"From a wider perspective, I believe gravel cycling is about to face its next great reckoning regarding rider safety. Riders and promoters alike seem to be shirking this responsibility in favor of the spirit of gravel or an age group podium and it's not going to last. I don't want that hammer to drop at one of my events."

Comments: The last line of that quoted paragraph resonates with me in particular. Of course, that is not to say that anyone would welcome a tragedy at their event, because no one wants that. However; that weight of responsibility is real, and due to how the author phrased that, I feel it is safe to say I have some relative knowledge of where he his coming from there. 

Beyond the obvious in the statement, I find their to be a bit of a veiled swipe at gravel road events as a whole that seem to be less cognizant of potential issues regarding safety and also the responsibilities that riders share in that which are sometimes shown to be ignored or denied by participants. 

I've heard tales of riders taking daring crossings of high-speed paved roads. I've heard about riders not giving way to local traffic and emergency vehicles. I've heard about instances where riders were reckless around other riders, causing crashes, and potentially worse. 

Gravel cycling has always had an independent, free nature to it since the Modern Era of gravel kicked off in 2005. My stance has always been that race and event organizers are to be the caretakers of their parts in the scene. This means that strict guidelines for rider conduct must be in place and enforced. Kicking people out should be a semi-regular part of gravel events, because people will push the boundaries, or willfully ignore them, all for "glory", whatever that may mean to the rider. 

Every effort must be made to ensure that safety and rules are communicated to riders, and every effort must be made to communicate to the riders that locals take precedence over what is happening in the event, because almost all gravel events are held in public spaces. We are guests and we should act as such at all times. This extends to keeping roads clean, keeping decency in regard to public urination, or other bodily acts, and adhering to public rules of decency, whether or not you agree to them. Any interaction that reflects poorly on an event must be addressed immediately with immediate consequences to the offending rider. 

I think it bears mentioning as well that curating a specific event feel that is manageable is something that has gotten lost in the mix. Having "more", be that attendance, prizing, or accoutrements for an event is not always "good". Sometimes managing an event means NOT growing it. 

I could go on, but I think it is apparent that many have let their guard down and are ignorant to consequences of unsafe and ill-advised behavior on the part of gravel riders. If we don't take care of these things and more, someone else will. It is likely that governments, insurers, and lawyers may become involved, and when THAT happens, that will likely be the end of the heyday of gravel. 

It's all up to you gravel riders and organizers out there. Every single one of you.

Published In Japan

My article appeared in this issue of Bicycle Club recently

In early June I met an editor of the Japanese publication, "Bicycle Club" and two of his friends in Emporia, Kansas. The editor's name is Taiki Sakamoto. He wanted to ask me some questions and take some imagery of myself for an article he was going to produce for "Bicycle Club" around his experiences doing the Unbound 200. In my case, he wanted to know more about me and my role in the early formation of the gravel scene and what I thought about gravel "culture", past, present, and future. 

Sakamoto-San asked me to write a four page article detailing my take on those subjects. He told me that he wanted to show his audience that gravel cycling was more than competition. Sakamoto-San promised that he would send me a copy of the magazine the article appeared in when it published. That has happened and I now have the magazine (actually, he sent me three magazines!), and I thought that it would make for a good story here, as far as how this all went down. 

First of all, the entirety of what I wrote to Sakamoto-San can be seen in my post from early July HERE. While not all of that was used, a majority of it was, and I am forever grateful and honored that Sakamoto-San and his magazine crew found it worthy of putting in front of their Japanese audience.

Sakamoto-San and Guitar Ted Image taken by Otaki-San

I've told this story before here, but it bears upon this experience, so I will risk a brief retelling here. Once during a Frostbike weekend at QBP where I was shadowing Jason Boucher, then of Salsa Cycles, I was found watching Jason clearing up his cubicle space. Jason was telling me that he had to meet with some of Salsa Cycles' Japanese distributors. He expressed his admiration for them, but couched that with his dismay concerning how long it took to wait for the Japanese folks to take imagery. "Mark, they take pictures of everything!", he told me as he stuck smaller objects and papers in drawers that he did not want seen in public. 

I pressed into that a little bit and Jason explained that, for whatever reasons, (and I am going off decade+ memories here) the Japanese find that your objects and surroundings speak to who you are as a person, so they want to capture as much of this as possible. If I got that wrong, please somebody correct me in the comments, but that was my memory of the moment. 

So, when Sakamoto-San and his two friends showed up on the streets of Emporia looking for me, I noted that all three had massive, expensive digital cameras and some serious looking glass attached to them. I was quickly reminded of what Jason had said and I was ready for lots of picture taking. 

The article as it appears in "Bicycle Club" issue #457.

I was not wrong about my expectations. I was asked to move to a few different spots, pose, and several images were clicked off in each instance. I was shown the raw images in the camera, and the way Sakamoto-San flipped through the screen images and options was like watching a gamer play. It was amazingly fast! Anyway, I was impressed that I warranted such attention from he and his mates.

Image taken by Otaki-San

Sakamoto-San even wanted to have images taken showing he and I in mock conversation. While Sakamoto-San is not fluent in English, he had enough of a command of it that I could make out his meanings. I think he was afraid the conversation between us would be impossible, so he suggested through his friend, who did interpreting for us, that we should stage the conversation. 

I had other ideas, and pressed into conversation with Sakamoto-San anyway, and we ended up having genuine discourse, which was pleasant. You can see in the image there where Sakamoto-San is describing something to me and this was at the point where we were engaging each other and having a genuine conversation. I really enjoyed meeting him and his friends also. 

Of course, I went home, wrote what I wrote (linked above) and sent it off with no expectations of anything. However; last week a package showed up in the mail from Japan. It was three copies of issue #457 of "Bicycle Club". I was immediately struck by a few things I'll share here. This may be a well known thing to some of you dear readers, but for me, this was a learning experience. 

I cut out and saved the stamp.

First thing I noted was how the magazine was formatted. The binding was on the right side as you look at the front cover. So, in our Western way of doing things, this appears backward. The next thing you might note is the Japanese language, in this case, is written in columns. The format is called tategaki. The reader reads down the first column which is furthest to the right then when they reach the bottom they continue at the top of the next column to the left. 

Curiously the image captions seem to be written in the yokogaki format and this would mean the characters are read left to right, as in English. I could be wrong about this, so if anyone reading is knowledgeable on Japanese magazine style, please correct me in the comments.

My piece in the magazine was edited somewhat, but Sakamoto-San sent me his translation beforehand to approve, so I knew what would be going into the article. On the whole, it represents the article I wrote well enough and it seems to have connected with the audience from what Sakamoto-San has shared with me. He tells me via Messenger, "It was truly an honor to talk to you. Since the magazine was released, I have received the following comments: "I'm so glad you were able to cover such a valuable story about the early days of gravel!" "How did you meet Mark?" It was all made possible thanks to Mark's help! Thank you so much!"

So, I guess it was a successful effort. I was gifted the opportunity to speak to an audience which I would not have had the chance to speak to without Sakamoto-San's invitation. For this I am very grateful. I am curious, of course, about how this article was interpreted by their audience and if it makes an impact on riding in Japan. Perhaps I'll never know, but I see it as an honor to have had the stage to speak from, thanks to Sakamoto-San. Plus I was able to get to know Sakamoto-San a little bit, which was great. Through the whole process of this article and meeting he was extremely kind and gracious. The experience was really good. 

Thanks for reading Guitar Ted Productions

Friday News And Views

Image courtesy of Colnago

 A Relatively Quiet Week Edition of the FN&V

Colnago Announces Rim Brake C 68 Frameset:

Rim brakes for road bikes have not been an option from many brands now for a few years. Especially on upper end bikes. This has raised some ire amongst road bike fans as the simplicity and - more importantly - lightweight of rim brake design, is still something many riders desire from a new road bike.

Now top-end brand Colnago has announced a US $7,750.00 carbon fiber rim brake frameset. The C-68 Rim Brake model is definitely a throwback to ten years ago when quick release wheels and non-hydraulic brake levers were still being offered in top-range drive train choices from Campagnolo, SRAM and Shimano. 

Comments: Should bikes like this still be considered range-topping bikes, or even bikes that average roadies could buy? The industry seems bent upon making every top-end bike, (and even mid-range bikes) 'feats of electronic technology and proprietary parts' instead of beautifully crafted, simple machines that draw the best out of humans. Bikes that show sustainability versus bikes that use batteries which will take energy and effort to recycle safely. 

Bicycles already have issues with being 'green' without the electronics and hydraulic fluids. Tires need to be recycled on a much larger scale than they are now, including tubes. This is happening, that is not the problem. The problem is that what is happening is a drop in the bucket. Then you have carbon fiber....

Ah! Do we need this Colnago to exist? Probably not. But at least it is an example that can be pointed to for the viability of mechanically operated brakes, at the minimum. 

Image courtesy of Iowa DNR

New Adventure Riding Opportunity In North Central Iowa:

A Facebook friend alerted me to a new opportunity for cycling in a reclaimed wetland wildlife preserve located just off I-35 near Swaledale and South of Thornton, Iowa. It is the Union Hills Wildlife and Waterfowl Production Area. 

Here is what was sent to me about the area and its cycling opportunities:

 " Just wanted to share an incredible ride that is now open at the Union Hills Wildlife Area south of Mason City and just west of I35. The DNR just mowed trails throughout the area that is one of the few places you get an idea of how North Central Iowa Looked like before settlement with pothole lakes and moraines with Bur Oak groves throughout."

 Area conservation groups and the State DNR have been working for several years to reclaim the area for wildlife and birding. The area boasts a section of native prairie that has never been plowed and many areas where one can "get lost" and feel as though they left civilization behind.

Apparently the trails are most easily ridden on fatter tires. So, a "plus bike" or fat bike might be best so as to not leave ruts and tear up the trails. This is a new opportunity, so don't "eff it up" folks. Keep your pizza-cutter tires on the gravel! Also, this area is heavily hunted during duck season, so please be aware of hunting seasons and maybe avoid this area then. Please be respectful of all the work that has gone into this and be kind to anyone you run across there if you go. If anyone has more information on this area and would like to share, let me know.

Image courtesy of Ritchey Design

Tom Ritchey To Show Off Brazing Skills At MADE Show:

In the beginnings of the modern mountain biking era, Tom Ritchey was single-handedly supplying frames, forks, and his "Bull Moose" handle bars for his customers. Tom hand-brazed each component and frame. Then the demand for his products took off and he was unable to keep pace with all the orders. Subsequently "a few hundred frames" were sold without their proper forks. 

Apparently, according to a recent Ritchey press release, Tom saw folks with his frames trying to source forks. “I've been witnessing this for years — where people don't have the fork or bar that was designed to go with their Ritchey frame, and they're scrounging around for them. I started seeing replacement parts for my frames that were missing details. They were made by others, and they weren’t doing them right. Now, after all these years I’m helping these fans do it right.” — Tom Ritchey

To help rectify this, owners of  original " Mountain Bikes by Ritchey " frames will be able to purchase Bi-Plane forks and Bull Moose bars brazed up by the man himself. Furthermore, Tom will be doing a seminar and lecture at the MADE show. He also can be seen brazing in the Ritchey booth, #358, on Saturday, August 24 at noon.

Ritchey will be doing this work under the moniker "Mountain Bikes by Tom" and a further announcement will be made at the show. For details on the MADE Show go HERE.

PCL Shirt Lands:

Ahoy! The newest PCL t-shirt has just arrived on the scene from Lincoln, Nebraska. This time I have one of the original logos for the Pirate Cycling League featuring a mustachioed skeleton astride a drop bar single speed. 

In case you are newer here the Pirate Cycling League is a loose-knit band of cyclists who identify as gravel riders, (mostly) that typify the original free-spirit and independent nature of gravel cycling. The group grew out of training rides for mountain biking which were typically held on gravel roads around Lincoln. 

These cyclists, who were really thinking about getting in miles for racing on dirt originally, ended up becoming a prototype gravel group who then found themselves putting on semi-formal "events" throughout the year. The group eventually was responsible for Gravel Worlds existence, although the PCL has officially now parted ways with Garmin Gravel Worlds. 

Since the split, the group has been putting out the occasional t-shirt and riding kit as well. If you want to support the PCL and become a "member" of the group, you only have to be cool and buy a shirt or jersey when they put one out. I've been purchasing PCL jerseys and tees for over a decade. You can find the group on Facebook. 

Image courtesy of Tumbleweed Bicycles

Tumbleweed Sunliner:

Tumbleweed Bicycles announced their third model yesterday, a flat bar bikepacking bike with no suspension correction. The bike is called the Sunliner. 

With tire clearance for 29" X 3.0" tires, the Sunliner should appeal to anyone wanting a simple machine with big tire capabilities. That non-sus corrected fork also allowed Tumbleweed to maximize the space in the front triangle for the largest frame bag size. 

There are tons of rack mounts, bottle cage mounts, and fender mounts on the Sunliner. It should work great for carrying about anything you'd want on an off-road tour and with the design intent for a swept back handlebar, it should prove to be a comfortable, all-day riding bike. 

Frame and fork goes for US $1,400.00 with completes starting at $3,775.00.
 

Okay, that's a wrap on this week's news and my views. Keep ridin' those bikes!

Two Things

Ari Andonopoulous in front of Bikes To You, Grinnell, Iowa.

 Trip To Chi-Town:

This weekend I am accompanying my daughter and a friend of hers as they are attending a concert in Chicago on Sunday. I will be in Chicago all day Sunday. I hope to meet my old friend there, Ari, because it has been years since we've seen each other. 

Ari and Trans Iowa are nearly inseparable as far as my past goes. He was there at T.I.v4 and he made it to nearly every edition of the event afterward. But more than that, Ari was the catalyst for so much that went on in and around the event. He had friends who came along and helped me tremendously, such as Mike, (The Bonk King), Tim, Gumby, and others as well. Ari's good friend, Michael (Dr. Giggles), was also a stalwart supporter of Trans Iowa and attended the event as long as Ari had. Ditto for Keisuke Inoue, who rode in several T.I. events and was a friend of Ari's.

So, Ari and myself have a lot of shared Trans Iowa memories, but I also shared that "Mud Year" ride at the DK200 in 2015 with Ari. That was an amazing experience. One I won't forget until I can't remember anything, if that happens.... 

Anyway, I'm looking forward to possibly connecting with Ari again here soon. If that happens I'll give a short report on two old guys chatting about a stupid old gravel race next week. 

Reviewing Stuff:

I ceased my involvement with any other websites and reviewing duties last year. So, this year I figured all that would likely peter out. This blog launched me into a reviewing career in 2005-2006, but this blog was never really a platform for reviews. Not until a couple of years ago, really. 

So, when I got off all the "dot-com" sites and came to focus my energies here, I figured that my numbers and appeal stemming from this platform would not be enough to sustain any kind of flow of goods to review. And I would be fine with that, really. I am not making any money off all that work, and it is a lot of work! 

That gig gets me to riding though. It is a motivation to do the riding, because I feel a deep responsibility to those companies and people who have committed to sending me things to look at and ride. Having this motivation gets me out there sometimes when I would likely be lazy and sit around the house instead. So, from that aspect, I am blessed and grateful for the opportunities I do get to take advantage of here. 

Now, as I said, I am still reviewing stuff this late into 2024. I figured the stream would have run dry by now. But it has not dried up. In fact, it still is flowing. I'll have another new product to talk about soon here. This will stretch the reviewing gig out further. Plus I still have tire reviews to conclude. 

If you had asked me in 2004 if I ever thought I would get published for one review, I would have had a very emphatic "NO!" response. Now almost 20 years later into reviewing things I find myself still at it. I find that amazing and fun.

Country Views: De-Hazed

Escape Route: Waterloo's vast network of alleys.

Regular readers might remember a post from a few days ago where I had to lower expectations for a ride in the countryside. The day was super-humid and hot anyway, and it would have been, mostly, a miserable time. Well, they say good things come to those who wait. That "good thing" came in the form of far cooler and less humid weather on Tuesday. 

Monday I had ride support duties for the Cedar Valley Bicycle Collective on a trail in Readlyn, Iowa. It was brutal. The temperature was in the upper 80's and with humidity it felt like 100°F. The sky had a hazy, not well defined look to it where you knew it was thick and sticky out. It was a day where if you were to take a shower you'd start sweating the moment your came out of the shower. 

Overnight from Monday into Tuesday a cold front dropped down across Iowa and the temperatures when I awoke on Tuesday were in the lower 60's with a brisk Northwest wind and a spritzing of mist was falling from the skies. The skies were de-hazed. It looked crisp and defined. It felt like something in the upper 50's outdoors and the contrast was amazing. Later in the day the mist was to clear out but the Northwest wind was sticking around. Highs were forecast for the mid 70's. Perfect weather for Summer!

Young Road

Things cleared up enough to get a little Sun

Things started out being mostly cloudy, but on into the ride the clouds became thinner, yet still big and puffy, which made for a nice time in the country. The wind out of the northwest was hurrying the clouds along which made shadows fly across the rolling hills in an ever-changing pattern of light and dark. 

The roads were really pretty good. There was loose gravel, but it had been sorted into lanes by traffic, or reduced in chunkiness by the grinding of passing wheels. The resulting dust made for a very dirty bicycle afterward!

She wasn't about to yield!

Chicory!

I was startled as I was climbing a roller on an Eastern section of Young Road by a doe just standing at the crest of the hill in the middle of the road. She stood there, staring me down. I wanted her to clear the way, and not startle her too badly, so I stayed put where I noticed her. I grabbed my camera, at which point most deer would scurry off seeing the movement, but she held her ground. 

I actually got several shots of her, then I started whistling and talking in a calm voice, but nothing was persuading her to move off that hill! Finally I clipped in and started rolling slowly toward her at which point she turned-tail, spurning the gravel into the air, and trotted off down the other side of the hill never to be seen again. That was fun! 

Oxley Road

I had a plan to roll Eastward to a point past Canfield Road, which is paved, and see how I felt then. I was bucking a bit of wind going this way which made me think that the wind had switched from the Northwest to North-Northeast. Hmm.... Going North would be hard. I was riding the Honeman Flyer single speed. I didn't want to overdo things and I also wanted to make it back before suppertime. 

I ended up heading North on Oxley Road, then jig-a-jog over to Nesbit Road, then three miles to Newell Road and a left turn back toward Waterloo. That wind was a bit stiff! I wasn't mad about turning out of it, I'll tell ya that much!

Some late-blooming Day Lillies hanging on in the North ditch of Newell Road.

Barclay United Presbyterian Church

The turn out of the wind made riding more fun and less work. I noted a lot of wildflowers along Newell. Day Lillies, Chicory, prairie roses, prairie sunflowers, and some others I don't know the names of. And that pesky invasive, the wild parsnip, was running wild out there this year. Nasty stuff that! Don't ever touch it! 

I was out close to two and a half hours, maybe a bit more, and had a great ride. I saw a total of three adult deer and one fawn, no traffic out on the gravel at all, and no dogs at all. That last point was weird, but nice. 

We are supposed to be a bit less hazy, humid, and hot for the next week. I will have to see if I can squeeze in another country ride soon.

Review: 700 X 45mm Vulpine S

 Note: WTB sent over one set each of the Vulpine S, Vulpine, and Resolute tires for testing and review to Guitar Ted Productions at no cost. I was not paid nor bribed for this review and I will always strive to give my honest thoughts and opinions throughout.

 I did a review of the three new WTB tires back in early July and now I want to break down the review into parts focusing on each tire in the release.This time I am going to focus on the Vulpine S 700 X 45mm tires. Two weeks ago I updated the 700 X 50mm Resolute review. You can check that out HERE. Last week I updated the 700 X 45mm Vulpine review HERE. 

This is the new tire of the three I am looking at. WTB has had Vulpine tires before, but the "S" variant did not exist, until now. You can also get the Vulpine S in a 40mm width, but I have the 45mm tire here. Currently it measures 45.4mm and 46mm on 25mm internal width rims. 

The Vulpine S is distinguished from the Vulpine by its smooth center track on the tread. Otherwise it looks fairly similar to the 45mm Vulpines I have here. Both tires feature WTB's dual compound rubber and their "SG" (Slash Guard) sidewall protection. There is no puncture protection under the tread cap. By the way, all the details on the three WTB tire models I have here can be found in the introductory post HERE.

I haven't run the Vulpine S tires for several weeks up until recently because I wanted to distance myself from my initial take on the tires. At first, I was fairly enamored of the ride quality and speed the Vulpine S tires had. But could that have been just because I was excited about this new model? 

The Vulpine S excels on smaller sized gravel, hard pack roads, and hard dirt trail.

The first ride after the long break did nothing to change my initial take on the Vulpine S. It is still a fast tire, it still has a very damped quality to the ride, and it still is fun to ride. I thought about how much better this tire feels to ride versus the Vulpine and Resolute and all I can come up with are two things: One is the wheel set I chose to mount the Vulpine S on which has Berd spokes. These spokes do damp the ride and have a very different feel compared to steel spokes. Second: This set of tires is just different. 

What I am going to do next is peel off these tires, mount them on an aluminum rimmed wheel set, and then see what happens. If the tires still feel amazing, it will have to be that these tires, and maybe just this set, are great performers. 

Right now though, these have become my favorite tires to ride. They have their quirks though. This tire hunts around a little bit in deeper, looser dirt, sand, and gravel. Wet dirt, really wet pavement, and mud? Nope! The tread isn't up to those surfaces. Keep the Vulpine S on dry terrain and it does really well. 

It has a drifty quality sometimes when pushed a little hard into corners on dirt or finer gravel. That style is not 'my style' of riding, necessarily, but if you are into that and like to live on the edge of traction in corners, the Vulpine S might prove to be a fun tire for you. 

I could see a mixed tire set up using the Vulpine S as a rear tire. Keeping things all WTB here, I might suggest trying the 700 X 50mm Resolute up front matched up with this Vulpine S tire. Especially if you were riding buff single track. That sounds like fun right there. 

But extreme riding styles aside, this tire still strikes me as the "all-road" tire in the WTB range. I used to feel that way about the Byway, and I still might, it's just that I have not ridden a Byway in ages. Both those WTB models are similar in ride feel and performance though, and I recommend either for a 'mostly paved' gravel tire.

Stay tuned for a final verdict late in the Summer.

Adjusting Expectations

Most of the week I try to find times to get out into the country on my bicycle. Weather and work typically dictate when that can happen. Meetings for some volunteer community work I am involved in takes up more time, and then there are those things that pop up unexpectedly. 

Like this past week, I had circled Sunday as being a primo day for a longer ride out of town. Then I had a bit of "not feeling so well" hit on Friday followed by a question on Saturday from my son, Jacob.

"Hey Dad! Do you wanna go with me to go look for a tool box?" 

Jacob is employed full-time at a CNC machine shop and he's just getting settled in. He had mentioned that he needed a rolling tool box and well, Saturday was the day! No big deal. I was glad to help and he'd be good to go. Sunday was still wide open. I'd probably feel better too.

Not!

Jacob decided, and I happened to agree, it would be better to assemble the box at home and not try to do it in the workplace where he'd be in the way and all. Of course, we had to do this on Sunday. 

Now, I have learned to be able to adjust my expectations, which is a good thing. This life is not all about "Me" and helping my son was the right thing to do. Now, it doesn't mean I wasn't disappointed, because I was. But Jacob said I should definitely ride my bike however much I could afterward, and he said this because he knows me and knows I made a sacrifice for him. 

What's all this got to do with cycling and bicycles? Well, everything and nothing at all. It is just a tale that I tell and maybe it will help bring some perspective to someone out there who could use it. 

And I did ride my bicycle afterward. It wasn't far, and it wasn't for very long. As I rode along, I thought perhaps this was a blessing in disguise. It was in the upper 80's with brutal humidity and heat which came along with it all. I wasn't quite feeling my best yet as well. Had I taken the longer ride I had planned for I would have wilted out there anyway. 

"You can't always get what you want. But if you try sometimes, you're gonna find, ya get what ya need." 

Keep ridin' those bikes, y'all!

Opinions On Wide Rims For Gravel

Image courtesy of SRAM

This week saw the release of several items from SRAM and their brands for the gravel rider. One of these items was a wheel set from Zipp Wheels. 

Dubbed the "303 XPLR S and SW", the wheels were designed as "a speed-focused gravel wheel" and are intended to be used only with two tire models that were designed in conjunction with Goodyear to work best on these rims. 

The rims are a hookless design, which will put a lot of folks off right there besides the proprietary nature of the tire choice. That all is a debate for another day. I want to focus on the rim width detail which in this case is 32mm wide internal. 

Many riders are going to read about this wider rim and how Goodyear and Zipp managed to build a tire to mate with the rim to be very aerodynamic. This sounds like it makes sense, and in reality, having that tire/rim interface be optimized for aero is an advantage to racers. But gravel riders being who they are, I know that they will want to use whatever tires they want to use, and I know tire manufacturers are not going to come to a consensus on rim/tire interface for the best aero numbers. Nope! That ain't-a-gonna happen. 

Furthermore, I have experimented with wide internal width rims and typical width gravel tires already. Now, my focus wasn't on ultimate aerodynamic efficiencies. My focus was on what that rim did to my tires, and what that resulted in when I rode my bicycle. Those things matter more to me, and I would wager that they matter more to most gravel riders, not just racers. 

So, instead of re-writing a bunch of text I've already written, I will direct you to two posts I wrote in the Fall of 2021. The first is HERE and the second is HERE. 

Essentially, for those who want a condensed version, inner rim width and tire width need to be in ranges that compliment each other. There are rims that are too narrow for wide tires and tires that are too narrow for wide rims. This seems obvious, but click and read the links, especially the first one, to get a bead on why I feel that way. 

Thanks for reading Guitar Ted Productions.

Review: Lazer Strada Kineticore Long-Term

Note: Lazer Helmets sent over a Strada Kineticore helmet last year to Guitar Ted Productions for test and review. I was not paid, nor bribed for this review. I will always strive to give you my honest thoughts and opinions throughout the review. 

Last year in October or so I received a Lazer Strada Kineticore helmet for test and review. The "quick review" of that helmet can be seen HERE in case you missed that. 

Well, going into colder weather does not provide the best kind of testing weather for a helmet. I did mention in that review how the helmet fit me. I am a "size-challenged" helmet person having a 63cm around head measurement, or 7 7/8ths for you who know hat sizing. My head is more of an oval than round, so that figures into this review as well. 

I was somewhat surprised that the Strada would even be a viable choice for me. More often than not I have to ditch every pad and Velcro patch from inside a helmet liner or shell to even get a somewhat acceptable fit with a minimum of pain involved. Honestly, it is a wonder I wore a helmet at all for many years. 

The Lazer Strada Kineticore helmet wins for me just because it actually fits and I kept the pads in it. Now while it is true that my long-ish head leaves a bit of room on either side of the Strada, it works, it doesn't hurt to wear it, and how does it work in warmer weather? I'd be happy to tell you.

It is a rare thing for me to have helmet pads in my skid-lid.

I started wearing the Strada again when the weather broke earlier this year and I've worn it on a few hot rides also. It actually is fine. I wouldn't say that it is the best venting helmet I've ever tried. That prize went to a strange aero helmet I tested for Riding Gravel a few years back. But this helmet is cool enough and it fits my head. That other helmet did not fit well at all. 

I know I mentioned this in my previous article on this helmet, but I can wear this helmet with a Buff head covering or a bandana. I imagine a cycling cap would fit as well, but I don't have any good ones anymore to try that out. 

The fact is the Strada fits with those items on my head and I have the pads in yet. Amazing. I have lauded the fit of the Bontrager Starvos and Circuit helmets for my large noggin, but even with those helmets I had to remove all the padding from to get them to fit my head. So, there is some context for you.

The fit of the Strada is enhanced by their adjustable cradle. Lots of helmets feature an adjustable cradle of some sort, usually utilizing a dial or knob to make adjustments. The Strada uses a unique rotating "track" at the rear of the helmet which faces the exterior of the shell. Lazer calls it the "ScrollSys". This may seem odd at first, but if you have a gloved hand, it is a simple swipe of the palm there to make a minor adjustment instead of fiddling around, trying to locate a dial or knob in the rear of the shell cavity. 

The Strada also has an accessory "AeroShell" which you can purchase and use to close off the vents. It basically snaps over the helmet and would be a great accessory for colder riding or inclement weather. I did not test this but I have seen a previous version of that system on a Lazer helmet. 

Let's see, what about any negatives here? Well I feel that the skull cradle comes forward a bit too much at the bottom making the Strada a bit of a fussy get-on at times. That's a minor complaint though. Then there is the webbing junction at the chin strap which never stays in one place. However; it is easily adjusted, so there is a counter to the negative point there. 

Final Word:

I like this helmet. At the current $109,00 price it is a pretty solid value. Especially if you have a larger head. It is definitely a good alternative to the other choices in this category for folks with big heads. 

My comp to this helmet, the Bontrager Starvos, is a "WaveCell" helmet which has this funky, wavy cell-like honeycomb appearance to its inner liner which doesn't allow the sort of airflow that the Strada helmet does. So, I think for warm weather riding the Strada is a bit better, plus in cold weather you have the optional "AeroShell" piece that you could use to close off the vents. 

The fit adjustment using the "ScrollSys" is also an easier to use feature, so I would give the Strada the nod here as far as the two helmets go. That said, Trek seems to be closing the Starvos out at the time of this writing, and you can pick one of those up for about half off. So there is that.

The bottom line for me - and this is just my personal take on the Strada - is that the Strada is better by far because I did not have to remove the pads to make it work for my head. That ultimately tips the scales for myself, because just getting a helmet on my head is a major accomplishment. To have it fit with zero modifications? Amazing.

Friday News And Views

Image courtesy of fizik

Hot & Humid FN&V!

fizik Announces Limited Edition Gravel Shoes:

Two limited edition shoes were announced on Tuesday of this week by fizik. One high-end shoe and one much more moderately priced shoe. First up we have the Atlas in "Black Mamba", a bright highlighter orange and green/yellow hue with black trim.

The Atlas features a BOA closure and a rubber coated sole for best traction off the bike. There is a TPU toe cap to help protect those toes also. The sole has a Nylon insert for stiffness but it is rated at a "5" stiffness, so it would be a shoe you could walk in some if need be. Weight is claimed at 355 grams.

Available in the usual sizes for around $169.00USD.

Image courtesy of fizik

Next up we have the Ferox in Team Amani colors. This is a carbon-soled shoe with dual retention and lighter weight. 

The Ferox has a woven upper mesh over a PU laminate. The X-1 carbon sole has a rubber covering for better grip. The stiffness rating here is "10" and again, it is available in all of fizik's usual sizes. 

Price on the Team Amani Ferox is set at $309.00USD.

You can see more at fizik.com

Comments: fizik has some pretty cool looking options for the gravel ridier. These newest ones may not appeal to more shy or conservative personalities, but I like the bold colors and the Ferox looks like it could avoid that dreaded "too hot in black" situation I was warned about by Jeff Kerkove, my co-conspirator in Trans Iowa. 

I'd love to try fizik shoes, but the thing is that I do not need new gravel shoes now. Shimano saw to that by sending me a few pairs over the years here. But someday......

Image courtesy of Ritchey Design

Ritchey Design Announces Montebello All-Road Bike:

Ritchey Design sent out a press release on Tuesday of this week detailing the new Montebello model. This is a bicycle meant for riding roads and miles and miles of them. 

Featuring clearances for up to a 40mm tire without fenders and 36mm with them, the Montebello promises a comfortable ride. It features longer chain stays (329mm 429mm) and a low bottom bracket (80mm or 78mm, depending on size) which should lend the rider a planted feel in corners and on rougher roads. 

It's steel, of course, being a Ritchey, and features Ritchey's penchant for straight 1 1/8th steer tube forks. The new fork, dubbed the WCS Carbon Brevet Fork, has porteur or lowrider mounts and a threaded hole in the fork crown for a light mount or front rack mounting. The fork also has internal routing for a dynamo light. 

A Montebello frameset will set you back $1,699,00 USD. You can see more at RitcheyLogic.com

Image courtesy of Ritchey Design.

Comments: Now this is a road bike! Not what Tour riders ride - this Montebello is it! I can get behind a bike like this for a large swath of riders that wouldn't have a lot of "gravel" to ride but who want to explore the back roads and lesser trafficked areas of wherever it is that they live. 

Plus it could do gravel, with the ability to use a 40mm tire. The geometry is great, the details make it versatile, and it isn't a touring sled that would feel wooden unladen. THIS would have been my choice for a bike that wasn't labeled "gravel" in 2011 when I was looking for a bike to do gravel roads. 

And with racks and fenders it becomes the perfect commuting rig for many. Yeah, I think Ritchey knocked this one out of the park.

Gravel Worlds recent series of videos celebrates what makes gravel special.

A Word About The Gravel Family:

The concept of riders meeting at various gravel events and having a "family reunion' of sorts was something that started back in the late 2000's. It was part of what made the early gravel scene not only special, but why it unmistakably grew the fan base for gravel into the fastest growing form of cycling in the USA. 

Gravel Worlds grabbed that idea and dubbed it the "Gravel Family". While Gravel Worlds has evolved and changed dramatically from where it came from, the organizers try to keep one foot on the ground and relate to their entire field from the fastest Pros to the back-of-the-pack riders. In an effort to show that they are putting some real equity into this they have started releasing some great videos which show some of the stories that are integral to the concept of the "Gravel Family". You can watch the one I grabbed the screen shot from HERE which features Isabel Berry.

Check that out and I think you will agree that this is what it is all about in terms of why gravel is where it is at today. 

That's a wrap on this week! Have a great weekend and thanks for reading Guitar Ted Productions!

Gravel Grinder News: SRAM Announces 13 Speed Red AXS XPLR

The new 13spd Red AXS XPLR

 NOTE: Information and all images in this post were provided to Guitar Ted Productions by SRAM.

SRAM debuts its newest group,Red AXS XPLR, today and with it have raised the bar for gravel oriented componentry. This post will start out with an overview of the group and afterward I will give my comments and opinions on what SRAM has offered today to gravel riders. 

What It Is: This is a 1 X 13 speed group that features closer ratio jumps in the 10-46T cassette and is electronic using SRAM's longstanding AXS design, which uses the same batteries as all AXS components. 

SRAM offers several chain ring options, a couple crank set options with many lengths available, and a new brake lever and caliper which are claiming some pretty impressive gains on older SRAM road based brake designs. In conjunction with the SRAM drive train offerings there is a new Zipp wheel set designed in conjunction with Goodyear tire, a new Zipp handle bar, and the Karoo GPS by Hammerhead is now integrated with SRAM AXS controls. This post will focus on the Red AXS XPLR only. 

Full Mount: First let's look at the all new rear derailleur ($700.00USD). SRAM states that this 13 speed specific derailleur is not compatible with other SRAM AXS parts and is mated specifically to the new 13 speed cassette. By the way, there is one cassette choice, and because of these limitations SRAM can match the derailleur to the cassette and eliminate adjustment screws. More on the cassette in a minute. 

SRAM have now allowed for this derailleur to be supported with replacement parts. Most of the derailleur components can now be swapped in case of damage in a crash including the cage and outer plate of the parallelogram. It is notable that only the jockey wheels and one other small part are compatible with any other current SRAM rear mech. 

The new Full Mount, Transmission style rear derailleur is compatible only with UDH compatible frames or a UDH hangar. Older bikes probably will not be compatible with this newest group unless some aftermarket company comes up with a work-a-round. The SRAM "Magic Wheel" pulleys are one of the only Transmission features pulled over to Red AXS XPLR for the rear mech. That and UDH compatibility, and the battery seem to be the only common features here. 

Brands supporting the new Red AXS Xplr at launch.

The chart here shows current brands supporting this standard for gravel bikes. It is assumed that several others will be onboard in the coming months. 

By the way, the new group does not support a front derailleur.

AXS XPLR 13 Speed Cassette:

The new cassette ($600.00USD) features closer ratios for better "gear ratio progression", as SRAM puts it.  Again, there is but one choice in cassette. Ratio range can be changed by swapping to different chain rings. 

Cassette cogs from 10T to 46 teeth are spaced a bit more closely, so you could say that the reason for the 13th cog is not to increase range, but to better accommodate riders so they won't have such big cadence jumps between gears. (Something Shimano has hung their hat on for years, and something racers have wanted as well.) 

Jumps between gears are pretty evenly spaced out until you get to shifting into that low 46T cog. here are the cogs and their tooth counts: 10T, 11T, 12T, 13T, 15T, 17T, 19T, 21T, 24T, 28T, 32T, 38T, 46T. 

The cassette mounts on the SRAM XDR freehub body only. It requires use of the special road specific flat top chain as well. It is not compatible with the Eagle flat top chains. ($89.99 - $99.00USD)

Crank & Chain Ring Options:

SRAM has several crank set options and chain ring options. Crank sets can be had with ($1,100.00USD) or without ($650.00USD) power meters and all use the DUB spindle, of course. 

Chain rings ($150.00USD) come in 38T, 40T, 42T, 44T, or 46T sizes. Crank arms ($400.00USD for the set w/o chain ring) can be had in lengths including 160mm, 165mm, 167.5mm, 170mm, 172.5mm, and 175mm. 

Brakes & Levers:

The brakes have been redesigned starting at the levers. ($675.00USD each side w/hoses and calipers. Rotors are $70.00USD each extra) Traditional master cylinder placement within a SRAM hydraulic lever has been more or less vertical. Now with the new Red AXS XPLR it is more horizontally placed which allows SRAM to move the lever pivot to a place where the rider has more leverage from the hoods position. 

This cutaway shows SRAM's previous brake lever architecture (L) compared to the new Red AXS XPLR (R)

The calipers also were redesigned by moving the piston placement slightly outboard which allowed SRAM to give the pad to rotor clearances a boost, aiding in brake set up and allowing for better debris clearance. All these changes have resulted in a lever that SRAM claims needs 80%less effort to activate from the hoods and 33% less effort to activate from the drops. 

In the shifting department all Red AXS XPLR levers come set up with extra buttons - one on each lever - that are pre-programmed to activate the rear derailleur. The right side gives you a higher gear while the left side gives you a lower gear. These "Bonus Buttons" are located in the upper hood area. They can easily be reassigned to other functions via SRAMS AXS app. One could use them for any ANT+ compatible device, such as a dropper post, GPS, etc. 

SRAM estimates that the batteries will last up to 2 years at a riding rate of 15hrs/week. The batteries, as mentioned, are all the same as those the previously released SRAM electronic groups used. Of course, SRAM's Blips can be added to further customize the rider's experience.

Comments:

At some point it is bound to happen that the bicycle industry will grow and morph "standards" to something new. We went decades with a 135mm rear/100mm front spacing for MTB. Now it is Boost, Boost+, or DH standard. Add fat bikes in there, disc brake road, and well, you get the picture. 

So I see UDH/"Direct Mount" type rear derailleurs as being that "next" evolutionary change. SRAM has led the charge here, but at some point Shimano will have to come alongside and make the world right in this regard. It is a better way to mount a rear mech, and we've had hangars now for how long? Okay, it isn't the length of time thing I am concerned about, "Direct Mount" is a structurally better idea that needs to replace an old, weaker standard. Kudos to SRAM for bringing this to gravel riders. 

SRAM doesn't offer 2X for several reasons, but the thought that 1X is better than 2X is not one of those reasons. That said, at least SRAM used the opportunity to add an extra cog to tighten up ratio jumps instead of adding another 8 tooth gap to have a super-low gear rear cog. Yeah....yeah....I know. Certain folks will have YouTube vids and posts on social media decrying SRAM for not giving folks lower gears but more cogs and at more expensive prices. 

Closer gaps between gears is something racers appreciate but also something the average rider can benefit from as well. I've often thought Shimano was on a better trajectory with their drive train designs in this regard. That SRAM has also now followed suit, to a degree, shows me that this is the way a bicycle drive train gear set up should be done. Closer gaps between gears is a better reason for more cogs than the "extending gear ratio range". The one benefits how the rider can perform. The other is pretty much just grandstanding and really isn't rider focused, as far as making the bike more integrated with the rider's performance attributes. 

It seems all I've seen from SRAM in the last few years is more proprietary componentry. There is less compatibility between groups and no backward compatibility in some cases. SRAM seems more bent upon getting riders to buy into their eco-system which - in my opinion - locks the rider into SRAM parts with no options. This is ironic to me as that was the reason for the "Shimano Rebellion" that small companies engaged in back in the mid-1990's when we had several companies trying to make their own drive train components which were cross-compatible with each other, for the most part. Interestingly, SRAM was a part of that back in those days. Now one could accuse SRAM of being worse than Shimano ever was in this regard. 

Just how this new stuff holds up to gravel abuse, how long it works well before needing replacement, and if it gains spec on new bikes is yet to be seen. Obviously it will be expensive and likely only on top-of-the-range bikes costing around the 10K mark. That's my guess, and if that is true, this won't affect most gravel riders now at all. But what about the future?

Is 13 speed going to overtake the market? Will all top-range drive train options be electronic only? What about Far East competition from companies like Ltwoo that sell complete 12 speed gravel group-sets for less money than the 13 speed Red AXS XPLR derailleur cost? These questions and more will continue to plague newer, top-end introductions to gravel componentry. 

There is a growing consensus amongst many riders that this sort of electronic, high-end hardware is unnecessary and prohibitively expensive to buy and own.  SRAM and Shimano are starting to see the effects of the competition that brings similar high-tech stuff and groups with less gears for a lot cheaper than this new SRAM AXS XPLR or the new Di2 GRX. Sales are reportedly soft at both companies. Maybe it is a sign? 

The future in gravel componentry will definitely be dynamic and interesting to witness as time goes on.

Wheel Decisions

About three months ago now I was riding the Tamland Two with the Irwin carbon wheel set and I experienced some free hub issues. You can check that post out HERE. Since then that Irwin wheel set has been sitting around and every once in a while while I see it in my shop I start to think about what I can do with the wheels. 

I go back and forth with ideas. I was pretty set on tearing them down to rims, spokes, and hubs on Tuesday but when I went down to take care of that I took one more look at the free hub. See, all along I haven't been able to see why the free hub was not engaging properly at random times. It made no sense. I could see no damage at all, no excessive wear, nothing.

And the end cap I removed to get the free hub body off to inspect things three months ago had been misplaced. gah! So, I dug through my stash of end caps and found some more Irwin compatible ones which got me sorted. I reassembled the free hub, put it back together, and it sounds and feels awesome. gah! x2.... 

I just hate to have to tear something apart if it isn't really necessary, and swapping these rims to new hubs probably will mean buying spokes and nipples and obviously more time and energy. gah! x3!

The Irwin wheels still have tires mounted tubeless to them, so what I think I am going to do is to relegate these wheels to my very local to me test loop. That way, if they fail I can walk back home with no real issues. If they prove to be reliable, well then the problem is solved. Anyway....

Never been used!

Then there is this other wheel set. I have a Velocity disc hub wheel set with Bontrager RXL rim brake rims laced to them. The hubs are disc. I know......weird! Let me explain....

Probably over ten years ago Velocity USA sent me a set of Major Tom disc wheels as payment for advertising on "Gravel Grinder News", the gravel site that morphed out of this blog starting in 2008. There was scuttlebutt going around that a bigger tubular tire for gravel was coming out, but...... I was ready with the wheels, and the tires were vaporware. Oh well....

Now I had this wheel set with no inclinations of running tubular tires ever. I ended up swapping the rims out with the current Bontrager RXL Scandium aluminum rims which I picked up on close-out from Trek. Then I figured I'd use them on my Black Mountain Cycles "Orange Crush", but right about that time I decided that the Orange Crush was going back to a single speed soon. So the wheels hung from the ceiling in the shop, and I have never used them. 

I had thought about using the hubs with the Irwin carbon rims, and maybe that is what will end up happening, but I don't know..... Decisions between choices. Never fear! I'll likely come up with more ideas of what to do which will freeze my situation for the foreseeable future. 

I'm good a6t doing that!