In the decades since its founding, Norco has produced BMX, road, mountain, cyclocross and recently, gravel bikes, and it currently sponsors an impressive roster of cross country and downhill mountain bike racers. We saw Norco’s Search and Search XR gravel bikes at Interbike in 2014 in the early days of dedicated “gravel” rigs, and we have also reviewed its Threshold cyclocross bike.

Norco had its  updated carbon Search XR gravel bikes on display at Sea Otter this year. The Search XR comes in carbon and steel models, and at Sea Otter, the company showed off two of its carbon builds.

[caption id="attachment_119037" align="aligncenter" width="750"] The Norco Search XR Rival is the company’s highest-end gravel bike build. 2018 Sea Otter Classic cyclocross and gravel new products. © Cyclocross Magazine[/caption]

The carbon Search XR comes in three different builds that, with the exception of the smallest frames, are compatible with 700c or 650b wheels. The two smallest frames—45.5 and 48cm—fit 26″ or 650b wheels to maintain the bike’s geometry.

The highest-end model is the $4,200 XR Force 1, which is followed in price and build by the $3,800 XR Ultegra and $2,900 XR Apex. The company also offers the frameset for $2,000.

[caption id="attachment_119045" align="aligncenter" width="750"] The Norco Search XR Ultegra gravel bike is 700c and 650b compatible and has a lot of tire clearance. 2018 Sea Otter Classic cyclocross and gravel new products. © Cyclocross Magazine[/caption]

Norco bills the Search XR as a do-it-all adventure bike. It has a 72-degree head tube angle and 7cm bottom bracket drop for the 55.5cm model, which puts it in line with many other gravel bikes. The company also offers a Search model that has less BB drop, slack and tire clearance that it bills as an “all-road” bike.

Given its adventure leanings, Norco outfitted the bike accordingly. It includes rack and fender mounts and an attachable seat stay yoke to provide a mount on the bridgeless seatstay if you need one. Similar to bikes likes the Rocky Mountain Solo, the drive-side chainstay is dropped for more clearance. Norco claims room for up to 700c x 45mm or 650b x 2.1″ tires. The XR Rival model comes stock with 650b tires while the Ultegra has 700c versions.

[caption id="attachment_119046" align="aligncenter" width="750"] Similar to other bikes we have seen, the Search XR adopts an offset chainstay for more tire clearance. The Norco Search XR Ultegra. 2018 Sea Otter Classic cyclocross and gravel new products. © Cyclocross Magazine[/caption]

Cable routing is internal using the company’s “Gizmo” routing system. It provides room for a dropper post, and in fact, the XR Rival model comes stock with a KS Lev Integra dropper. One other bit of gravel-oriented design is the “das boot” protector that covers the seat clamp to keep grit and grime out.

[caption id="attachment_119038" align="aligncenter" width="750"] The KS LEV Integra dropper post features internal cable routing controlled by the SRAM DoubleTap. “Das boot” around the seat clamp keeps it clean. Norco Search XR Rival. 2018 Sea Otter Classic cyclocross and gravel new products. © Cyclocross Magazine[/caption]

See the photo gallery below for a closer look at the Norco Search XR Rival and Ultegra gravel bikes on display at the Sea Otter expo.

More info: norco.com

See what’s new this year with our coverage of the 2018 Sea Otter trade show.

Photo Gallery: Norco Search XR Rival and Ultegra Gravel Bikes

The Norco Search XR Rival is the company’s highest-end gravel bike build. 2018 Sea Otter Classic cyclocross and gravel new products. © Cyclocross Magazine

The post Looking for Adventure? The Norco Search XR Gravel Bike Wants to Help You Find It appeared first on Cyclocross Magazine - Cyclocross News, Races, Bikes, Photos, Videos.

Earlier this year, we did a Q and A with Jon Severson, who runs the Monstercross News Facebook page. The name “monster cross” gets used with varying levels of strictness, but it originated with Matt Chester as a do-it-all bike with dirt drops and 42 to 45mm tires. Severson’s page is dedicated to preserving Chester’s legacy and providing a forum for folks to discuss the versatile design.

Today, Severson shares three reasons a monster cross bike might be worth a look in the first of a series of regular columns for Cyclocross Magazine.

by Jon Severson

“Why should I get a monstercross bike?”

As the purveyor of Monstercross News, that’s a question I’ve gotten quite a bit over the past 10 years. It often starts with me explaining that a monster cross bike sits between a 29er hardtail and a cyclocross bike. Some of the responses I get in bike geek circles are “But I already have a 29er and a cyclocross bike, I don’t need that,” or “But my XYZ bike does that already.” My usual response of “Then maybe you don’t need one?” seems to daze people, but it’s true, not every bike is for every person.

However, for many others I’ve talked to through the Monstercross News page and via personal conversations, the idea of a true monster cross bike catches their attention for more real and practical reasons that include a tight budget for a quiver, lack of space for a quiver and a monster cross bike’s ability to tackle their local terrain.

Monster cross bikes have dirt drops and 42-45mm wide tires and provide a versatile bike option. Jon Severson Monster Cross Column. photo: courtesy

For me, the draw of monster cross was its simplicity and versatility. Part of my motivation for starting Monstercross News was borne out of bike forums where people argue that monster cross is an industry creation to sell more stuff and those of us who push the classic monster cross format—dirt drops with 42 to 45mm-wide tires—are “just selling something.”

It’s quite the opposite really. In an industry that has heeded the n+1 concept with bikes for every use, a monster cross bike can truly be the one bike you ride the most, negating any perceived “need” to buy other bikes.

Myself, I’m not one for owning a lot of stuff or buying something because it’s supposedly better. I drive a 13-year-old SUV, my kitchen is simple and minimal without gadgets and my clothing collection consists mostly of jeans and black t-shirts. In short, I’m not one for buying stuff just ’cause, and so having one bike to meet many needs is perfect for me.

With that little aside done, I want to share three reasons I think you might want to own or build a monster cross bike: Budget, space and terrain. Sure you could also play the n+1 card for why you need one, but I’m not the guy who’s going to push that.

Reason #1: Budget

Let’s face it, bikes are expensive no matter how you look at it. Building another bike will run most people a minimum of $1,500 and the truly budget-minded can maybe slap something together for $600 with used parts. No matter your approach, adding another bike means paying more money.

Not everyone has that luxury, which is where I feel a monster cross bike as your only bike or one of two or three is perfect. It makes a great commuter, great grocery getter and it’s fun on both dirt and pavement. Monster cross tires typically have some tread, but I’ve even explored the world of big fat slicks like the Soma Supple Vitesse 48’s, which behave surprisingly well in dry off-road conditions yet feel fast as road tires on the pavement.

A well thought-out monster cross bike is a great “one bike” to build on a budget. You can start with an old Trek Multitrack frame or other hybrid that fits a 38 to 45mm tires. Look for a cheap set of wheels on Craigslist (with everyone going disc, many really nice rim brake wheel sets are sold for cheap these days), get a set of Origin8 Gary or Soma Junebug dirt drop bars and boom, you’re done.

Building a budget monster cross bike also provides an inexpensive discipline crossover option. If you primarily ride on the road, a monster cross bike provides a familiar, stable platform for tackling some dirt riding. If you are a mountain bike/enduro/downhill dirthead, a monster cross bike can help you log miles and maybe double as a cyclocross and gravel race bike.

With a monster cross bike, you can crossover between terrain in an affordable way. Jon Severson Monster Cross Column. photo: courtesy

Reason #2: Space

As I type this up while visiting friends in California’s Bay Area, I look around the room and am reminded of a very real problem owning multiple bikes presents: they eat up space. In many cities space is a premium; the place I’m at is $2,800 a month for 1,100 square feet that two guys are sharing along with five bikes. Throw in me, my air mattress in the middle of the living room and my travel single speed, and it feels like I am back in a college dorm.

Rents back in my home city of Colorado Springs are rising as well, and while we all dream (even me) of a garage full of n+1 bikes and drool over the collections of friends who do have large spaces stocked with impressive collections, it’s not always practical to own a full stable of steeds.

For many of us, owning one bike that can take the space of two or three bikes makes sense. If you still want to own a nice bike, you can use the money you save on renting space or owning more bikes to invest in a really sweet ride. Maybe you could spend your savings on buying higher quality food or take up yoga to make you a better rider? Or, I don’t know, you could develop a solid six months of income in savings?

Space and budget go hand-in-hand in making a monster cross bike a good investment. For the third reason, it still has to be fun to ride, right?

Save space and money with a monster cross bike, according to Jon Severson. Jon Severson Monster Cross Column. photo: courtesy

Reason #3: Terrain

When I was 18, I got into a camp in Delafield, WI put on by the Motorola cycling team. One of my campmates was a buddy whom I raced mountain bikes against. Neither of us brought our mountain bikes to the camp and thus decided to get our dirt fix in riding dirt foot paths around the campus on our road bikes. One of the coaches took me up a climb on a rainy day which was followed with us literally sliding down a series of singletrack trails on our road bikes. It was some of the most fun I have had off-road, and given the trails, the experience might have been ruined with a mountain bike.

While my Colorado Springs home is blessed with a ridiculous amount of trails and bike paths, not everyone has such easily accessible places to shred. My experience has been that a lot of places have trails, but they aren’t necessarily “killer” trails that necessitate a fancy mountain bike.

The cure for dull trails is a bike with smaller tires. Not only is the riding more fun and challenging, but it also really hones your skills on the bike, period. Riding a monster cross bike is a way to keep your handling skills sharp instead of getting lazy riding your killer mountain bike on otherwise boring trails. Save that puppy for the weekend when you have the time to drive to real dirt, and if you have a monster cross bike, you have a platform to tackle trails during the week while getting your miles in and commuting around town.

Is Monster Cross for Everyone?

Is monster cross for everyone? No, no bike is.

But is it good for those who fit one or more of the reasons above? Definitely.

Matt Chester’s original goal with the monster cross platform was to build a bike that can truly do it all. I feel remembering what the name monster cross was intended to mean should be preserved and remembered in large part because of the three reasons I outlined here.

I have nothing against a full quiver of bikes, but it’s just not in the cards for everyone. The do-it-all mentality of a true monster cross allows you to have one bike that truly handles a lot of tasks and does you a lot of good.

The dirt roads are calling. Jon Severson’s second Surly Cross Check singlespeed monster cross. photo: courtesy

Severson’s column will appear on our website every month or so. If you have questions or topics you would like to see him cover, you can contact him via the Monstercross News Facebook page.

For more monster cross and DIY coverage, see our story on converting old steel bikes to gravel bikes and our rundown of monster cross-worthy tires.

The post The Dirt Drop: Reasons Monster Cross’s Do-It-All Ethos Might Be for You appeared first on Cyclocross Magazine - Cyclocross News, Races, Bikes, Photos, Videos.

They say any bike is a gravel bike, and at the 2018 Barry-Roubaix gravel race in Michigan, Jeff Jacobi embodied that truism.

Jacobi is a Grand Rapids local who came up with a big idea for the 10th annual gravel event. Well, more like a big wheel idea.

After tackling the 22-mile race on a scooter in 2016, Jacobi returned to do the 36-mile race on a penny farthing in 2018. My colleague recently wrote a feature about rescuing bikes from the 1960s as steel gravel rides, but after Jacobi’s accomplishment, we may need to turn back the clock a bit further to the 19th century in our search for gravel-ready frames.

Jeff Jacobi tackled the Barry-Roubaix on a Penny Farthing this year. Jeff Jacobi, 2018 Barry-Roubaix on a Penny Farthing. © Rob Meendering

Jacobi completed his challenge and in turn, raised an impressive amount of money for a local charity. Not bad for a self-described “idiot on the penny farthing.”

Will we be seeing a penny farthing along side full suspension gravel bikes at Sea Otter nexy year? Jacobi shared his thoughts on the bike’s performance. “Not bad, but not good. Anything packed was good, but they freshly graded a lot of it and it was horrible. Solid rubber on loose gravel is not ideal.”

“I’m just the idiot on the penny farthing.” – Jeff Jacobi

The Road to Retro

So how did Jacobi end up doing the Barry-Roubaix on a penny farthing? Like many good / horrible ideas, it started with a friendly bet.

“One day a coworker asked another how much it would take to have him ride a BMX 36 miles at Barry,” Jacobi said. “My friend Austin was the guy, and he replied ‘A hundred dollars,’ thinking no one would ever come up with the hundred. Well, I chipped in $20, and we made that $100 fast. So he did it. Austin Russell did the 36 on a BMX bike in 2015. Damn near killed him he said.”

The next year, it was Jacobi’s turn. However, the endeavor morphed from a semi-bad idea among friends into something much bigger.

“The next year the joke was on me,” he said. “I was bet the same, and I said I’ll take your hundred and give it to charity. Another coworker Adam heard about this and set up a Go Fund Me and we raised $6,000.”

Jacobi did that … ride … on a scooter. In the promo video put together by Austin Russell, you can see Jacobi in action on the scooter.

Jacobi said even though he never imagined the garage sale scooter would go 22 miles, it was not as bad as you might expect, except for some mean calf cramps after his training scoots. “To avoid getting worn out, I would alternate legs, like five and five back and forth,” he said about the 22-miler. “I got pretty good at it. You want to rumble? I bring a mean scoot!”

Jacobi brings a mean scoot. photo: YouTube screen capture

A Penny Farthing or Two for Your Thoughts

After tackling the Barry-Roubaix course on his pink scooter, with a little prodding, Jacobi decided to raise the front wheel of his game After all, there were more miles and different bikes to ride. His friend Rick Plite offered the penny farthing as a challenge and Jacobi accepted.

Last time I checked, we have not done a bike profile on a penny farthing, so it’s unclear what kind of market exists for the 19th century throwbacks. To be fair, we did see Florida Man do a cyclocross race on one last fall, so maybe there is a growing market for the big-wheeled frame.

When Jacobi received the challenge, he had to look no further than his own garage for his ride. “I was working at a bike shop years ago and a guy called asking if we buy antique bikes,” Jacobi said. “I said the shop doesn’t, but I do. What do you have? He said a bone shaker, do you know what it is?”

Jacobi continued, “I said, ‘Hell yeah’ and went over after work. He rode it up the street to show me it worked and said, ‘One-hundred fifty dollars and it’s yours.’ I said, ‘How about $100?’ We settled on $125. Sucker! Now it’s worth $11,000 to me.”

Jeff Jacobi poses with his bike before this year’s Barry-Roubaix. photo: courtesy

The money raised by his 2016 effort made Jacobi’s Barry-Roubaix experience about more than just him tackling a personal challenge. In 2018, he found a charity and cause that is very personal for him and set out to raise a bigger sum.

“I was at Founders Brewery having a beer with a friend who is battling brain cancer after a group ride. I knew he had been through a lot,” Jacobi said. “I was about to do an event and wanted to help a local organization, so I asked him for ideas.”

“He said Gilda’s Club,” Jacobi continued. “He had nothing but good things to say about them. Gilda’s is a place that patients and survivors can go for emotional healing and groups that help with the struggles of cancer.”

Jacobi recently lost his father to cancer, so doing the ride for Gilda’s Club made perfect sense for him. “My dad recently passed from cancer, and I feel it would have been a great place for him to have gone and learn and share what he was going through,” Jacobi said. “They also do grief counseling which I should have gone to, but we all deal with it in different ways. Mine was to do something that not everyone would have done. Ride a crazy bike to raise money for charity.”

Jacobi’s dad was there when he tackled the Barry-Roubaix on the scooter, and it’s a good bet he helped him during his 36 miles on the penny farthing in 2018. “He was there when I rode the scooter, I’ll never forget that. This was in honor of him, Curt Jacobi.”

“This was in honor of him, Curt Jacobi.” – Jeff Jacobi

After raising $6,000 in 2016 on kind of a whim, Jacoby went into the 2018 penny farthing experience a bit more organized. His friend Austin Russell put together the hype video above, and Jacobi set about raising money to support Gilda’s Club.

Thus far, Jacobi has raised $10,200.

He said some early reconnaissance let him know he was onto something with the penny farthing idea. “Before I opened my big mouth about his whole thing I asked a few people how crazy they thought it was and they said very,” he said. “And they even were a bit worried for my safety. So I knew we had something.”

Still, $10,000 is a lot of money for just one 36-mile ride. Jacobi gave most of the credit to the Michigan cycling community. “To think about the response is still unbelievable. I can’t thank my support system of riders and friends enough. They are the heroes. They stepped up to give their hard-earned cash to a local charity. I’m just the idiot on the penny farthing.”

The Big Wheel Grind

With an impressive amount of money raised for charity and the memory of his father along for the ride, Jacobi’s task turned to completing the 36-mile gravel ride on the penny farthing. The Barry-Roubaix course isn’t the climbiest out there, but as he said, freshly laid gravel is tough on any bike, much less one with a giant front wheel.

As he did with the scooter roubaix, Jacobi took the penny farthing out for some practice. Despite having it in his garage, his longest ride on the platform prior to 2018 was not very long. “Up ’til this my longest ride was seven miles on pavement and that sucked,” he said.

Jacobi entered his penny farthing challenge with several training rides under his belt. photo: YouTube screen capture

I could not find a Rocky-esque montage on the internet, but Jacobi said he definitely trained for the ride. “I knew this was going to take a lot, so I did train. I rode the 22-mile course three times to get my feel for it.”

With gravel tires really taking off, gravel grinders now have treads and sizes galore available. TIre companies such as Continental’s parent company date back to the 19th century, but it is highly unlikely there were big wheel gravel tires available at that time. So what did Jacobi run? “Bone stock, pun intended,” he said.

Jacobi said the hard rubber tires were best suited to the hard-packed sections, while the loose fresh gravel was much more challenging. Despite the challenge, he made it the full 36 miles. “It’s like walking backwards on an escalator. You have to put so much into it but get so little out. I wouldn’t suggest it.”

I asked him if he thinks penny farthing gravel grinding is going to catch on. He said based on his experience, it’s doubtful, even if penny farthings are arguably the original gravel bikes. “Only if you like walking and running up hills,” he said about the bike’s broader appeal. “But think about it, 130 years ago what did we have? Pavement? No. Gravel. So truly this is the first gravel bike. Sorry, I’m a huge bike nerd.”

Jeff Jacobi survived 36 miles on a penny farthing at the Barry Roubaix. Jeff Jacobi, 2018 Barry-Roubaix on a Penny Farthing. © Rob Meendering

Jacobi now has 58 miles of Barry Roubaix under wheels big and tiny and has raised over $16,000 for charity, and it all started with some friends making a goofy bet. Perhaps the next challenge facing Jacobi is one-upping what he has already accomplished.

So will there be a bigger and … more crazy … in 2019? “Officially retired,” he said. “The people stepped up big time and I’m forever grateful.”

“How do you top a penny farthing? Unless someone wants to challenge me to a race. You best bring it. But otherwise I’m done.”

“How do you top a penny farthing?” – Jeff Jacobi

Jacobi said he would like to thank Adam Lorenz, Austin Russell and Rick Plite for their contributions to his efforts.

The post Idiot on the Penny Farthing: Jeff Jacobi’s Barry-Roubaix Gravel Ride for Charity appeared first on Cyclocross Magazine - Cyclocross News, Races, Bikes, Photos, Videos.

New York’s three-race Mudslinger Gravel Series showed a knack for attracting top talent and questionable weather conditions this season. 2018 marked the third season of the Mudslinger series, but it was the first to feature a 55-mile Elite race at each event.

Kevan Edwards, Matt Smitley and Jake Castor in the chase group. 2018 Finger Lakes Gravel Grinder. photo: Tony Sylor

The addition of the Elite race paid off in 2018, especially in attracting top Northeast talent. At last month’s Ossian Giant Gravel Grinder, Jeremy Powers, Anthony Clark () and Matt Timmerman squared off, only to be defeated by local young gun Magnus Sheffield. Rachel Andrews won the Women’s race that foggy afternoon.

Anthony Clark competed in two of the three races of the series logging a 3rd place at Ossian and a 5th place at Finger Lakes. 2018 Finger Lakes Gravel Grinder. photo: Tony Sylor

“I could never have imagined we would see talent like we did this year,” said Sylor of establishing a longer Elite Race. “From Powers to Werner to Clark to Timmerman to Jones to Magnus and list goes on. It was humbling to see these guys investing in the sport this way and an amazing experience for our regional cycling community.”

Dan Timmerman has been in the Mudslinger Gravel Series since the first year in 2016 and won the series in 2017. 2018 Finger Lakes Gravel Grinder. photo: Tony Sylor

This past weekend was the third and final race of the Mudslinger series at the Finger Lakes Gravel Challenge. The race was also the New York State Bicycle Racing (NYSBRA) Gravel State Championship. The event brought Kerry Werner (Kona Factory CX Team) and Emily Shields (Ken’s Bike Shop) north from North Carolina to join cyclocross pros and local heroes for one more afternoon of gravel racing.

Saturday’s race was another wet and muddy affair. Werner has made it no secret he loves gnarly conditions, so he was well-suited for the Finger Lakes race. Werner took first ahead of local star Sjaan Gerth (Mariposa Cycle Racing Team) and Dan Timmerman (Park Ave Bike Shop p/b Borah Teamwear).

Kerry Werner made his Mudslinger debut and took the win at Finger Lakes. 2018 Finger Lakes Gravel Grinder. photo: Tony Sylor

The Women’s race went to Emily Flynn (Nicollet Bike Team). Second and third went to Ruth Sherman (GGWDW) and Rachel Andrews (Once Again Racing Fueled By Once Again Nut Butter). The podium was the opposite order from the series-opening Ossian Giant event.

Ruth Sherman, Rachel Andrews and Emily Flynn battled for three weeks of the series with Rachel winning the first two and the Mudslinger Series and Emily picking up the third and the NYS Gravel Racing Championship for 2018. 2018 Finger Lakes Gravel Grinder. photo: Tony Sylor

The three-race series also gave out overall trophies. Points were awarded for each race and KOMs within the races. Despite her third this weekend, Andrews took the Women’s series overall. Mike “So Pro” Jones (Nalgene) won the Men’s overall.

Rachel Andrews of Once Again Racing won the Elite Series with wins in race 1 and 2 and a 3rd place finish in race 3. 2018 Finger Lakes Gravel Grinder. photo: Tony Sylor

Results from Saturday’s Finger Lakes Gravel Grinder are below.

Women's Results: 2018 Finger Lakes Gravel Grinder

Men's Results: 2018 Finger Lakes Gravel Grinder

The post Werner, Flynn Take Muddy Wins at Finger Lakes Gravel Grinder in New York – Results appeared first on Cyclocross Magazine - Cyclocross News, Races, Bikes, Photos, Videos.

by Mark VanTongeren

Saturday brought the first annual Michigan Coast to Coast Gravel Grinder sponsored by Salsa Cycles to the state’s lower peninsula. The course covered 210 miles of mostly gravel roads across the mitten state, starting at Lake Huron’s Saginaw Bay and heading west to the finish in Ludington along the Lake Michigan coast.

Inspiration for the Coast to Coast race came from a now-defunct Coast to Coast adventure race that crossed the state on bikes, foot (orienteering) and canoe many years ago. Race promoter Mark VanTongeren of the Grand Rapids area decided to bring the trans-Michigan race back as a gravel grinder to capitalize on the sport’s growing popularity.

As recently retired Trans-Iowa race director Guitar Ted can attest to, mapping long gravel routes can be challenging. Fortunately for the folks of the Wolverine state, Salsa-sponsored rider and gravel guru Matt Acker of Grand Rapids undertook a side project marking the state’s gravel roads and putting them online at gravelmap.com.

VanTongeren used Acker’s map to plot a route from Saginaw Bay to Ludington, not knowing who the man behind the oh-so-helpful Michigan gravel road map was. When Van Tongeren showed the map to Acker, the gravel maven chipped in some of his local knowledge to add to the challenge of the route while recognizing the usefulness of his handiwork.

Acker added several miles of roller coaster-like forest service roads, two tracks and snowmobile trails in the Manistee National Forest to create the final route. In total, the route included about 6,300 feet of climbing. Adding to the challenge, similar to the Dirty Kanza 200, riders were only allowed to meet support vehicles at three checkpoints along the mixed terrain route.

The race covered Michigan’s Lower Peninsula from East to West. photo: ridewithgps.com

Two-hundred miles of gravel makes for a long day on the bike, and not surprisingly, the weather was on folks’ minds leading up to the race. All forecasts pointed toward substantial rain and a 40-degree start.

“Not to make it worse or anything, but these drops hitting the windshield are frozen.” @BikeShopCX #micoasttocoast

— Amanda Nauman (@_amanda_panda_) May 11, 2018

Mother Nature deemed the riders in her good graces, as temperatures reached the 50s for much of the day and the sun shone upon the mid-mitten crossing route. The race started on the east “Sunrise Side” of Michigan with a firey-red 6:12 a.m. sunrise start. Riders dipped their rear tires into Lake Huron and they were off.

Two-hundred thirty-eight riders started the 210-mile race. Organizers gave them 21 hours to complete the cross-mitten journey, and come 3:12 a.m. on Sunday, 198 of the starters had completed the trek.

The Coast to Coast race started with a Lake Huron sunrise. photo: Andy Klevorn / Singletrack Showdown

The west side of the start got some rain in the days before the race. It firmed up the doubletrack and snowmobile trails to create the race’s signature sections in the Manistee National Forest. Because of the rain, riders who heeded race organizers’ 40mm minimum tire width recommendation really benefitted as they racked up the miles. Mountain bikes and fat bikes were good choices, while riders in the pack with skinny tires struggled as the gravel roads and paths softened up with traffic.

At 210 miles and three weekends before the Dirty Kanza 200, the Michigan Coast to Coast race was a good chance for DK200 competitors to get a good long-distance training ride in and enjoy the state’s excellent post-race beer options. Accordingly, the race brought two 2017 DK200 podium finishers all the way from California in Amanda Nauman and Menso de Jong.

As arguably the two favorites in the first-year race, both the Golden State natives delivered. Nauman led wire-to-wire in the Women’s race and finished in 12:53, for an average pace of 16.3 mph. Selene Yeager finished second and Michelle Hance third.

After missing out on her Salsa couch photo at Land Run, Nauman got redemption on Saturday.

In the Men’s race, De Jong was the top dog as well. De Jong helped drive the pace of the lead group and pulled away from the field as conditions toughened as riders reached the west side of the state. He finished the race in 11:53, for an average clip of 17.7 mph. Local hero Mike Bernhard finished second and Nicholas Stanko took third.

Full Women’s and Men’s results for the 210-mile race are below.

The race finished at Ludington’s Stearns Park, a quintessential Lake Michigan coastal setting with a sandy beach, pier and lighthouse. Racers dipped their front tires in the 45-degree Lake Michigan and moms who made the state crossing got a Mother’s Day rose. Baths in the frigid Great Lakes water, however, were rare.

Race organizers have already decided the Michigan Coast to Coast Gravel Grinder will be back for 2019. Next year it will be held on June 22 to give riders more time to train outdoors, more time to finish during the longest Saturday of the year and to avoid awkward talks about racing on Mother’s Day weekend.

Women's Results: 2018 Michigan Coast to Coast Gravel Grinder

Men's Results: 2018 Michigan Coast to Coast Gravel Grinder

The post Cross the Mitten: 2018 Michigan Coast to Coast Gravel Grinder – Results appeared first on Cyclocross Magazine - Cyclocross News, Races, Bikes, Photos, Videos.

Each year, we try to cover as many new cyclocross and gravel products as we can at the Sea Otter Classic. This year our team was on the move, and as our extensive 2018 Sea Otter archive shows, we were able to get to a good number of companies’ booths. Our coverage from Monterey will be wrapping up soon, but today, we take a look at some more of the cyclocross and gravel bikes that caught our eyes during the annual trade show.

Use the slider to check out each of the bikes.

Rodeo Traildonkey 2.0

SRAM had several interesting bikes in its booth. One was a Rodeo Traildonkey 2.0 adventure bike that featured a Force 1 drivetrain with a Quarq DZero power meter, Zipp 303 tubeless wheels and 650b WTB Byway tires.

Rodeo Labs’ Trail Donkey 2.0 is designed with massive tire clearances for all-condition riding. © Cyclocross Magazine

Most radical was the cockpit setup which consisted of a Zipp SL Speed stem and SL 80 Ergo handlebar with Zipp Vuka clip-on aero bars attached, perhaps as a nod to the growing popularity of the extra bars for ultra-endurance gravel events.

Zipp’s Speed Box allows for easy access to small items. © Cyclocross Magazine

The Trail Donkey 2.0 is designed to be dropper post compatible for trail riding. © Cyclocross Magazine

Tire clearance in the back is a massive 700c x 52mm. © Cyclocross Magazine

The Trail Donkey is compatible with quick release and thru-axle wheels by way of replaceable dropouts. © Cyclocross Magazine

Rodeo’s Spork can accept front racks and a 700c x 56mm tire. © Cyclocross Magazine

More info: rodeo-labs.com

The post 2018 Sea Otter Slideshow: Cyclocross and Gravel Bikes appeared first on Cyclocross Magazine - Cyclocross News, Races, Bikes, Photos, Videos.

The small start-up—not to be confused with NOBL Wheels or Noble Wheels (or Ellen Noble)—had its cyclocross and two gravel models on display at the Sea Otter Classic. Noble’s bikes adopt the mountain bike approach of “forward geometry” with longer top tubes and shorter stems, a trend that we’re seeing with drop bar offerings from mountain bike companies, as seen with Kona’s versatile Major Jake cyclocross bike and the Rocky Mountain Solo adventure bike. The bikes also use Noble’s FM160 technology, which allows the use of flat mount calipers with 160mm rotors.

Noble’s cyclocross bike is the aluminum CX3.

[caption id="attachment_119249" align="aligncenter" width="750"] Noble’s cyclocross bike is the alloy CX3 that comes with 160mm flat mount rotors and Stan’s Grail tubeless wheels. Noble Bikes Cyclocross and Gravel Bikes. 2018 Sea Otter Classic. © Cyclocross Magazine[/caption]

The $2,000 alloy CX3 comes with a SRAM Rival 1 drivetrain and hydraulic disc brakes and Stan’s Grail tubeless wheels. The company uses internal cable routing that includes plastic frame guides made using 3D printing, and Noble offers up the file for other manufacturers and builders to print on their own.

[caption id="attachment_119254" align="aligncenter" width="750"] Noble’s drop bar bikes have internally routed cables and come with SRAM 1x drivetrains. Noble uses a housing port that can be 3D printed and offers up a file for other builders to download and print on their own. Noble Bikes Cyclocross and Gravel Bikes. 2018 Sea Otter Classic. © Cyclocross Magazine[/caption]

Noble offers two gravel models. The alloy GX3 retails for $2,000 and the carbon GX5 sells for $3,000.

[caption id="attachment_119252" align="aligncenter" width="750"] Noble has two gravel bikes. The carbon GX5 is in the foreground and the alloy GX3 is in the background. Both come with 1x SRAM drivetrains and Stan’s Grail wheels. Noble Bikes Cyclocross and Gravel Bikes. 2018 Sea Otter Classic. © Cyclocross Magazine[/caption]

The GX3 comes with a Rival 1 drivetrain, while the GX5 upgrades to Force 1. Both bikes come with Stan’s Grail tubeless wheels and have a claimed maximum tire clearance of 40mm.

[caption id="attachment_119253" align="aligncenter" width="750"] The alloy GX3 gravel bike has clearance for tires as wide as 40mm. Noble Bikes Cyclocross and Gravel Bikes. 2018 Sea Otter Classic. © Cyclocross Magazine[/caption]

Noble has also developed a Flat Mount 180 open standard for use primarily with mountain bikes. The technology allows direct mounting of flat mount calipers for use with 180mm rotors. More information about FM180 is available at: flatmount180.org.

See the slideshow below for a closer look at Noble’s cyclocross and gravel bikes.

More info: noble-bikes.com

See what’s new this year with our coverage of the 2018 Sea Otter trade show.

Photo Gallery: Noble Bikes Cyclocross and Gravel Bikes

Noble’s cyclocross bike is the alloy CX3 that comes with 160mm flat mount rotors and Stan’s Grail tubeless wheels. Noble Bikes Cyclocross and Gravel Bikes. 2018 Sea Otter Classic. © Cyclocross Magazine

The post Noble Bikes is Back with CX3 Cyclocross and GX3, GX5 Gravel Bikes appeared first on Cyclocross Magazine - Cyclocross News, Races, Bikes, Photos, Videos.

Over the last year, we’ve noticed a trend at the trade shows. The bike industry decides a color is hot, and everyone jumps on board:

Last year, it was clear it was a variation of aqua / sea-foam green / teal / celeste / turquoise.  Everywhere we looked at the Sea Otter Classic, we saw frames, bikes and accessories offered up in this color, making it easy work (although expensive) to be decked out head-to-toe-and-bike in the trendy color.

While we’re unclear on the staying power of teal, another pigment-based trend we’ve noticed over the last few shows appears to have some staying power. Nearly every tire company now has spent time in the tanning booth. Walking around Sea Otter and Interbike, we couldn’t help but notice that most cyclocross and gravel tires come in a tanwall option.

Tanwall cyclocross and gravel tires. © Cyclocross Magazine

It’s particularly fitting for gravel tires, as many of these new gravel bikes feature geometry identical to 1980s sport touring and road bikes, when tan tires were the norm.

Affirm a Term

Some might call this look to be skinwall or gumwall, but we’ll call it “tan wall.” The term “gumwall” is typically used to describe older, cheaper tires that have a thick rubber coating from bead-to-bead over the casing, as often seen with fractional width 26″ tires.

Skinwall is a commonly used term for this trendy look and coloration, and we’ve been guilty of using the term over the years. However, the world is thankfully blessed with many different skin colors, and we’d rather not make assumptions as to a reader’s perspective on what “skinwall” suggests.

Thread, fabric and rubber all come in different colors. While tan or brown-colored tires are often associated with a lighter and more natural, supple tire, it’s cosmetic assuming the same construction and materials. You can have a supple blackwall tire, and a harsh tanwall tire.

Tanwall tires conjure up images of specific color, classic bikes and offer up a retro look. We’re fans of it. There’s also the added benefit that it makes it look like you’ve ridden 100 gravel miles on your blackwall tires without a pedal stroke.

But it’s just a look unless a company alters its casing materials when creating its tanwall version (as with Schwalbe’s non-tubeless tanwall X-One), or you want to debate the impacts of black rubber additives like carbon black.

50 Shades of Tan

Certainly, some tire companies have created their own variations on the trendy sidewall color. Here’s a round-up of some of the latest fashion show entries we’ve seen.

WTB offers a copper brown that’s relatively unique:

WTB’s Resolute 42 gravel tire comes in the company’s iconic copper tanwall color. © Cyclocross Magazine

Panaracer’s popular Gravel King tires come in a similar shade, but with less red than WTB:

The Panaracer GravelKing tires come in tanwall color options. © Cyclocross Magazine

VEE Tires has unveiled black pattern on a light tan casing on the new Zilent Sports gravel tire that mimics a course thread:

Vee Tires’ new Zilent Sports 650b x 47mm road plus tanwall tubeless tire. 2018 Sea Otter Classic cyclocross and gravel new products. © Cyclocross Magazine

Islabikes offers its VEE-made supple tubeless Greim cyclocross clinchers in a light tan that’s easily confused for a Dugast tubular:

With tan sidewalls, a relatively supple 185 tpi casing and aggressive tread, riding buddies and competitors might think you’re on a new handmade mud tubular. Islabikes Gréim Pro tubeless cyclocross tire. © Cyclocross Magazine

Kenda is soon to unveil its gravel and cyclocross tires in a brown tanwall option. We spotted these early versions of a 47mm (29 x 1.75″) tanwall Small Block Eight tires on the Mongoose Guide gravel bike at Sea Otter, and brought you a sneak peek of the new tanwall Flintridge earlier in April.

Kenda has new tanwall options coming to its tubeless gravel and cyclocross tires. © Cyclocross Magazine

Maxxis has a yellow-hued tanwall coming to its line of gravel offerings, and even its more affordable CST is ready to show off its time in the tanning booth:

Maxxis and sister brand CST are showing off their new tanwall gravel and cyclocross tires. © Cyclocross Magazine

Maxxis and sister brand CST are showing off their new tanwall gravel and cyclocross tires. © Cyclocross Magazine

Schwalbe has non-tubeless versions of its X-One cyclocross tire and G-One gravel in a tanwall with an orange hue:

Schwalbe fans will be happy to see a tanwall G-One and X-One, but tubeless fans may be bummed to learn they are not tubeless ready. © Cyclocross Magazine

Schwalbe fans will be happy to see a tanwall G-One and X-One, but tubeless fans may be bummed to learn they are not tubeless ready. © Cyclocross Magazine

SOMA Fabrications mixes it up with different tanwall colors for different models. Its Shikoro road tires come in a dark brown casing, while the CXM-favorite Cazadero is much lighter in color despite being heavier on the scales.

Soma Fab Shikoro 38c road/gravel tire offers a brown sidewall, with bead-to-bead polyamide belt protection underneath. © Cyclocross Magazine

Soma Fabrications new 700 x 50 Cazadero tanwall tubeless gravel tire. © Cyclocross Magazine

Of course QBP is aware of consumer trends, and its Teravail tire brand is now showing off tanwall editions of its tubeless ready gravel line:

Tanwall gravel and cyclocross tires. © Cyclocross Magazine

That’s just some of the new tan options on offer for the cyclocross and gravel world, with certainly more to come this year, and perhaps 30 years from now when the cycle continues.

While all the tanwall color options may not offer reduced rolling resistance or save weight, go ahead, show off your tan if that’s your thing. If you’re happy with the look of your bike, you might just pedal a bit faster.

The post Tire Companies Show Off Their Tan Lines – New Shades of Cyclocross and Gravel Tires appeared first on Cyclocross Magazine - Cyclocross News, Races, Bikes, Photos, Videos.

2018 marked the 12th year of the Almanzo 100 gravel race held on the unpaved roads around Spring Valley in southeastern Minnesota. After a 2017 race that was marred by 35-degree temperatures and rain, this year’s race was drier and dustier, with temperatures reaching the 70s and the sun peeking through the clouds at times.

Conditions were dry and the course covered in dust. 2018 Almanzo 100 Gravel Race. © Eric Wynn

Almanzo is known for its laid-back approach to gravel. Participants register by sending in a postcard to event organizers and as it has been every year, the event is free. There are no podiums at the finish, but many folks stick around to share stories, light up the grill and re-connect with old gravel friends from Minnesota, Iowa, Wisconsin and beyond.

The event—which began with a ride from Rochester to Mankato in 2007—is named after Almanzo Wilder, who was the husband of Laura Ingalls Wilder. Anyone who has read the “Little House” series knows the family moved around quite a bit, and the race is so-named because the family spent time on Wilder’s family farm outside Spring Valley. Fittingly, the Laura Ingalls Wilder Historic Highway passes through the town of Spring Valley.

The Almanzo 100 event features three different race lengths. Saturday’s shortest race, at an actual distance of 101 miles, is the “marquee” race that draws the most participants. There is also the 162-mile Royal race that starts earlier on Saturday morning and the 380-mile Alexander that starts at the crack of dawn on Friday. This year, 550 riders finished the 100, 37 the 162-mile race and 3 for the 380-mile Alexander.

The Almanzo 100 starts in downtown Spring Valley, which is located south of Rochester. 2018 Almanzo 100 Gravel Race. © Eric Wynn

Like all gravel events, the Almanzo lets participants choose their flavor of riding. Want to race? Head to the front behind the ambulance lead-out from downtown Spring Valley out onto the (this year) dusty roads. Taking on the challenge of finishing? Enjoy the scenery and stop at the three checkpoints along the way to help make sure you make it back to Spring Valley in one piece. As a special treat, the recently retired Guitar Ted was at checkpoint three handing out bacon, licorice and drinks to help riders tackle the home stretch.

Part of the appeal of the Almanzo 100 event is that it is by no means an easy ride. Southeast Minnesota has its fair share of hills and river valleys, and in total, the 100-mile event includes 6,000 feet of climbing. The Royal 162 route adds more elevation gain as the route heads further south into northern Iowa.

Climbs were aplenty at Almanzo, with over 6,000 feet of vertical gain for the 100-mile race. 2018 Almanzo 100 Gravel Race. © Eric Wynn

For those racing, an early climb of over 200 feet near mile 10 presents an early challenge to clear to stick with the lead group. As riders who traveled from afar to race at Almanzo experienced, climbing in the Midwest means something a little different than it is in some other parts of the country. Most climbs are on short, steep hills that require brief 1-5 minute efforts followed by a strong recoveries. Riders who tackle the Almanzo 100 challenge would no doubt report that the short bursts add up with the miles.

Like many events, the toughest part of the Almanzo 100 course seemed to come in the second half of the ride. Starting around mile 65 or so, the gravel turned from a light layer on a hard pack base to a slog of freshly laid stone. Riders at the finish talked about how their groups rode the grass on the side of the road trying to find some respite from the energy-sapping stone, ala Paris-Roubaix and the lines riders choose to get off the cobbles.

Many riders worked to find a clean line around the thick, freshly laid gravel. 2018 Almanzo 100 Gravel Race. © Eric Wynn

There is a creek crossing at mile 80 and then the dreaded Oriole Road climb at mile 90. The creek crossing is a memorable part of the race no doubt, but there is no way it shares the dread inspired by the Oriole Road climb. Riders turn right onto the road to face a steep gravel incline that at that time, probably resembles a wall. Hike-a-bike is a common occurrence, even for those near the front of the race.

The creek crossing is a memorable part of the Almanzo race. 2018 Almanzo 100 Gravel Race. © Eric Wynn

Top Almanzo Honors

After last year’s brutal slog in the cold, wet conditions, this year’s race was fast and dusty. Finish times for many were quick and spirits were high in the party zone at the finish. Although there were no official podiums, riders had number plates on and you know what they say what happens when you put a number on…

Top honors in the Men’s Almanzo 100 race went to Luke Russell of Minnesota who finished in 5:14:38. Parker Bloom and Tyler Curtis rounded out the podium that did not actually exist.

The Women’s race was, aptly given the Midwest setting, a barn burner. In what was a new kind of bike race journalism for me, I had the privilege of riding with the lead group of women for the last 60 miles of the race. I guess there is no better way of covering a race than actually watching the race from in the race.

Starting around mile 80 after the post-creek climb, Dee Dee Winfield, Kristen Legan and Jenna Rinehart traded attacks as they tried to get space on each other. Legan won the unofficial “Most Courageous” award for her efforts in the thick, deep gravel, but when the trio hit the famed Oriole Road climb, they were still together.

Winfield opened a small gap on the recovery after the climb up the Oriole wall, but Legan again closed it down. After the last climb at mile 95, Winfield finally got a decisive gap and held it for the win in a time of 5:48:34. Legan finished in second a minute behind and Rinehart followed closely for third.

Long-time reader likely remember Winfield’s name from the latter half of the 2000s, when she was one of the top riders on the U.S. UCI circuit and a member of the 2007 Worlds team.

The top woman in the Royal 162 was Jill Suurmeyer and the top male was Ian Hoogendam. Dylan Morton led the three finishers in the Alexander 380 with a time of just under 30 hours, if my interpretation of the reported results is correct.

Full results for all three races are below. Results are provided as available on the Almanzo website.

almanzo 380 results'.xlsx

2018 Royal 162 Results

2018 Almanzo 100 Results

The post Little Race on the Prairie: Winfield, Russell Win 2018 Almanzo 100 Gravel Race – Results appeared first on Cyclocross Magazine - Cyclocross News, Races, Bikes, Photos, Videos.

Shimano is known as a company that does not chase after trends, so its recent release of the clutch-based Ultegra RX rear derailleur is a sign the Japanese company thinks the popularity of gravel riding has some staying power. SRAM’s 1x clutch-based derailleurs have become popular with U.S. cyclocross racers—and a number of new gravel bikes—but Shimano representatives told Cyclocross Magazine and other journalists the new derailleur was designed primarily for gravel riding.

Cyclocross Magazine attended an Ultegra RX event hosted by Shimano at this year’s Almanzo 100 in Minnesota that tackled 100, 162 and 380 miles of gravel roads around Spring Valley, MN. According to Shimano Product Team leader Dave Lawrence, Shimano chose Almanzo for the event because the annual race was among the first to put gravel races on the company’s product team’s radar thanks to event sponsor Penn Cycles of Minneapolis.

The clutch-based Ultegra RX derailleur resulted from several more years of what the company called “market research” that included gravel test rides in Colorado, California and the Flint Hills of Kansas. The company’s product team emerged from the rides recognizing the importance of disc brakes and versatility for gravel riding, as well as the need for reducing chain slap caused by the rough roads.

Shimano’s new Ultegra RX derailleur comes in mechanical and Di2 models. The author rode the electronic shifting version at Almanzo. 2018 Almanzo 100 Gravel Race. © Cyclocross Magazine

Several members of the team rode the new Shadow RX derailleur at the 2017 Almanzo 100, but rain and temperatures that hovered around 40 degrees forced many of the team to skip the race or withdraw early. All told, only about 100 starters finished the event. Not exactly the best test conditions.

The company unveiled the new RX derailleur with its 2019 line of products last month and we were the first to bring you official details on the derailleur as well as the new 105 groupset. We take a look at the new clutch-based derailleur, consider its future in cyclocross and offer our impressions after riding with it over 100 miles of Minnesota gravel.

The New Clutch-Based Shimano RX Rear Derailleur

The new Ultegra RX derailleur comes in mechanical RD-RX800-GS and Di2 RD-RX805-GS models. Both use the company’s Shadow technology and have the same low-profile appearance as the R8000 and R8050 models, which Shimano representatives said was by design. They said they wanted a road-style derailleur that can be used for both gravel and rough road rides like the Paris-Roubaix, where the Trek-Segafredo team used it this year.

The new Ultegra RX uses Shimano’s Shadow Plus technology. Shimano’s new RX800 Ultegra clutch-based rear derailleur. © Cyclocross Magazine

The Ultegra RX has less tension than the company’s mountain bike derailleurs because of the difference in the shock profile between the two types of riding. Mountain bikes usually receive intermittent jarring inputs, while gravel and rough roads produce more continuous but smaller shocks. Users have the option of turning the clutch on and off. The Shimano representatives said the increased tension of the clutch might increase drag, primarily with the mechanical RX800, so users might want to turn it during rides on smooth roads.

The Ultegra RX derailleur has a switch to toggle the clutch on and off. 2018 Almanzo 100 Gravel Race. © Cyclocross Magazine

The added weight for the clutch is about 30-40g. The RD-RX805 model has a claimed weight of 280g (compared to 249g for the RD-R8050) and the RD-RX8050 weighs 248g (compared to 210g for the RD-R8000).

The MSRP of the RX800 is $110, which is $15 more than the Ultegra R8000 derailleur. The RX805 retails for $285, which represents a $10 bump over the R8050.

Both models come with a GS long cage that fits cassettes between 11-28t and 11-34t. Lawrence explained the company added room for the 34t cog after test rides on the steep gravel roads in Colorado. That’s pretty low for road 2x gearing, but a few steps away from the 11-42t many 1x users are used to (in case you’re thinking about a RX805 single chain ring setup).

If you want to add the new Ultegra RX derailleur to your current setup, you are likely in luck if you have Shimano 11-speed components. It is 11-speed only, but compatible with any of Shimano’s other 11-speed road shifters. For flat bar setups, the RX can be paired with Shimano’s Metrea SL-U5000 shifter that is compatible with road rear derailleurs.

Going Pro?

Shimano also had its pro team liaisons at the Almanzo event. They were somewhat mum on the Ultegra RX’s future in professional road and cyclocross racing. Word about the Ultegra RX first came out when the Trek-Segafredo team test rode the clutch-based derailleur before the Tour of Flanders spring classic. The team did not race with the Ultegra RX in Flanders, but they did at Paris-Roubaix. As one of the reps pointed out, the impact of the new derailleur did not show in the results.

A number of European cyclocrossers, including Mathieu van der Poel, Sanne Cant and the Telenet Fidea team, race on Shimano components. Although SRAM’s clutch-based derailleurs have become a favorite for many U.S. cyclocrossers, the Shimano reps said none of the athletes have committed to using the new clutch-based system this fall.

The prospect of less chain slap and fewer drops seems appealing for ’cross, even at the cost of about 40g of extra weight. The GS cage on the new Ultegra derailleurs also offers athletes the chance get extra rear climbing teeth in the back compared to Dura-Ace. At the same time, Cant, Van der Poel and others run Dura-Ace components, and the clutch is currently only available at the Ultegra level.

Stay tuned as we take a closer look at what the Shimano-sponsored athletes ride this fall.

Ultegra RX Ride Impressions

As part of the trip to Spring Valley, MN, I joined other journalists in racing the Almanzo 100 gravel race on an Allied Alfa All-Road bike equipped with the new Di2 Ultegra RX805 rear derailleur. By chance, I got the opportunity to experience the gravel life with both a non-clutch Dura Ace R9150 rear derailleur and the new RX805.

Friday night we went out for a 20-mile ride outside Rochester that included a loop around some gravel roads similar to what we would ride on Saturday. The bike I chose when we arrived at the Shimano tent was equipped with a Dura-Ace R9150 rear derailleur, which let me experience some non-clutch riding on the Allied platform.

The then-clean Allied Alfa All-Road the author rode Friday night had a Dura-Ace rear derailleur,. © Cyclocross Magazine

The roads featured a hard pack base with medium-sized gravel on top and a few dips and washouts. The rear derailleur’s cage moved around a decent amount on the rough spots, and I experienced the typical chain slap one would expect with a non-clutch derailleur on gravel road dips and crossings on the bike path.

On Saturday, Shimano’s mechanics swapped in the new RD-RX805 on my bike for the 101-mile main event. As with most gravel races, the event started with a blistering pace ripping down the gravel roads outside Spring Valley. The roads early in the race had even more dips and washouts than the ones we rode Friday night, and once the chaos died down, I noted the lack of chain slap, even when I picked the wrong lines. Shifting with the Di2 Dura-Ace front derailleur and Ultegra RX rear derailleur was smooth and reliable.

Sections of the Almanzo course were thick with gravel and at times, rather bumpy. 2018 Almanzo 100 Gravel Race. © Eric Wynn

The rain forecast for Saturday pushed itself back to Sunday, and the resulting conditions were incredibly dusty. Throw in the thick, freshly laid gravel from about mile 65 to 85, and the air was thick with small particles for much of the ride. My experience riding gravel with the mechanical shifting on my personal bike is that shifting quality deteriorates significantly as a race progresses and the dirt and dust add up. I noticed only a slight decrease in shifting quality despite the conditions, likely due to a dust-covered chain. Other gravel riders like Ben Berden have also discovered the usefulness of Di2 shifting for the emerging discipline.

It was nearly problem-free riding, thanks in part to the pro Shimano mechanics who dialed in my bike. Maybe the lesson here is to hire a pro gravel mechanic.

I appreciated the wide range of the 11-32t cassette the long-cage GS derailleur supports, especially in the last 20 miles of the race. Our Allied Alfa All-Road test bikes had a compact 50/34t Dura-Ace crankset paired with an 11-32t rear cassette, which provided a very spinny 34/32 climbing gear ratio compared to the 36/28 of my personal cyclogravel bike.

All told, the Almanzo 100 course had 6,000 feet of climbing, including several climbs that can be classified as “steep” and one at mile 90 on Oriole Road that reached the vaunted “hike-a-bike” category for many. My hamstring cramped up on the Oriole Road climb, but I was able to spin through in the saddle thanks to the extra teeth on the rear cassette. It also helped me save some energy on the other steep climbs by spinning instead of mashing. The extra teeth versus a regular road derailleur helped on the loosest climbs, and if conditions are more gnarly, I can see the 11-34t rear cassette being a welcome gravel bike addition.

The Almanzo 100 course had a healthy amount of climbing. The GS long cage made several of the steepest climbs more tolerable. © Eric Wynn

The Verdict from a Weekend of Gravel

Given the popularity of other clutch-based derailleurs for cyclocross, it was a little surprising to hear how much Shimano’s development of the new Ultegra RX clutch-based derailleur was driven by gravel. Given Shimano’s conservative approach to chasing the latest and greatest, it is likely fair to conclude the Ultegra RX derailleur and gravel-inspired gearing are a sign of where the company thinks the future of road riding is headed.

During my time riding 100 miles of Minnesota gravel at the Almanzo 100, the Ultegra RX derailleur worked as promised. The tension minimized chain slap, even when I picked the wrong washed-out line, and provided consistent performance during the entire ride. I also enjoyed the extra room of the GS long cage when the steep climbs started to add up in the last third of the ride.

The author’s Allied Alfa All-Road finished with a nice coat of Minnesota dust. Stay tuned for a profile of the gravel bike. © Cyclocross Magazine

We will have our eye out this fall to see if professional cyclocross racers adopt the Ultegra RX derailleur for competition, and you can be sure CXM will put it to the test in cyclocross as soon as we can. The new clutch system adds a few grams, but the benefits of reduced chain slap and fewer dropped chains seem like a natural fit for the discipline. The question is if the sport’s top athletes will lead the way in adopting it for riding in the field.

Stay tuned for more coverage from the 2018 Almanzo 100 gravel race in Minnesota.

The post Going Gravel with Shimano’s New Clutch-Based Ultegra RX Rear Derailleur appeared first on Cyclocross Magazine - Cyclocross News, Races, Bikes, Photos, Videos.

“I used to race cyclocross about 11 or 12 years ago,” said Winfield about her racing career. “I did some of the bigger UCI races, the World Cups, I went to Worlds. It was a long time ago. I’m washed up now.”

[caption id="attachment_119368" align="aligncenter" width="532"] Dee Dee Winfield had a succesful cyclocross career in the 2000s. In this photo from 2010, she is racing her 2018 Almanzo-winning Blue Norcross SL. 2010 Tacchino Cyclocross. © Bruce Buckley[/caption]

After seeing Winfield race on Saturday, her quip about being “washed up” is about 100 miles of gravel from the truth. Winfield survived a tough challenge from Kristen Legan and Jenna Rinehart to win the Women’s title at the 2018 Almanzo 100 gravel race in Minnesota.

With the changes in cyclocross and gravel technology, however, some might argue her winning carbon Blue Norcross SL frame that dates to the 2011 model year with rim brakes, inner tubes and inline brake levers might also deserve the moniker. With her win on Saturday, Winfield showed her bike is still up for the gravel grind.

[caption id="attachment_119367" align="aligncenter" width="750"] Dee Dee Winfield’s 2018 Almanzo-100-Winning Blue Norcross SL. © Cyclocross Magazine[/caption]

Winfield stepped away from racing after the 2010 season, but is back to competition this year after moving to Plymouth, MN a few years ago. “I try to ride as much as I can and race when I can,” she said. “I like to do fun stuff like this. I enjoy the camaraderie and atmosphere in races like this. I haven’t done a lot of these 100-mile races. It’s not really my forte, so I am kind of venturing into that area and trying to get a little more endurance.”

Winfield looked like an endurance pro on her semi-throwback carbon Blue Norcross SL on Saturday. Today, we profile her Almanzo-100-winning ’cross cross-over gravel bike.

“I like to do fun stuff like this. I enjoy the camraderie and atmosphere in races like this.” – Dee Dee Winfield

Dee Dee Winfield’s Almanzo-100-Winning Blue Norcross SL

Winfield’s frame was the black and yellow carbon Blue Norcross SL. One thing that is notable about the frame is it is one of the Jonathan Page Signature Series bikes Blue made to help support his European racing. Similar to what Katie Compton did for the Trek Boone, Page provided input on the frame’s geometry to suit his tastes. Fortunately for Winfield, as a now-former Blue-sponsored athlete, she did not have to break out the checkered tape to ride the frame in a race.

[caption id="attachment_119357" align="aligncenter" width="750"] The Norcross SL was one of the Jonathan Page signature edition frames from the recently retired legend’s days riding with Blue. Dee Dee Winfield’s 2018 Almanzo-100-Winning Blue Norcross SL. © Cyclocross Magazine[/caption]

“I like how it feels,” Winfield said about the bike. “It fits me really well. It corners well. I love it.” She also added that she has hung onto it because it is from the days when equipment was free for top riders like herself.

Winfield’s Norcross SL frame is from the days before disc brakes became the norm. The Norcross SL came stock with TRP cantis, but Winfield has since switched to Paul Components Touring cantilevers in the rear and Paul’s Neo-Retro cantilevers in the front.

[caption id="attachment_119356" align="aligncenter" width="750"] Winfield swapped in Paul Components Touring cantilever brakes in place of the stock TRP model in the rear. Dee Dee Winfield’s 2018 Almanzo-100-Winning Blue Norcross SL. © Cyclocross Magazine[/caption]

Winfield has doubled up with her brake levers dating back to her Elite racing days. Salsa Cross Levers 2 inline brake levers joined the SRAM Force DoubleTap shift/brake levers on her hoods. “I’ve had those on since I raced ­’cross,” Winfield said about the Salsa levers. “I don’t use them a ton anymore. I’ve kind of transitioned away from them. But on some of the descents, it was nice to be able to place my hands on top of the bars and still have stability. I used to use them a lot back when I raced ’cross.”

[caption id="attachment_119360" align="aligncenter" width="750"] Winfield has inline Salsa Cross Levers 2 attached from her cyclocross racing days. She said they came in handy a few times on the loose gravel descents in Minnesota. Dee Dee Winfield’s 2018 Almanzo-100-Winning Blue Norcross SL. © Cyclocross Magazine[/caption]

Winfield moved to Minnesota from Virginia a few years ago an decided to keep it local to her new home with her wheels. She ran rim brake HED. Ardennes alloy clinchers with white Challenge Grifo XS clinchers mounted up.

The Grifo XS clinchers are discontinued and pre-date Challenge’s new tubeless-ready tires, so Winfield ran them with tubes, which is arguably rarer than seeing cantilever brakes at a gravel race these days. In a perfect bit of je ne sais quoi, the Grifo XS now lives on as the Challenge Almanzo gravel tread.

[caption id="attachment_119358" align="aligncenter" width="750"] A Minnesota transplant, Winfield kept it local with HED. Ardennes alloy clinchers. Her tires were the now-discontinued Challenge Grifo XS clinchers. Dee Dee Winfield’s 2018 Almanzo-100-Winning Blue Norcross SL. © Cyclocross Magazine[/caption]

The first half of the Almanzo 100 course featured a hardpack base with medium gravel covering the surfaces in spots. Some of the surface was exposed, leaving fast A lines in spots. The second half of the course—from about mile 65 to mile 85—was covered by freshly laid gravel that tortured riders as they tried to plow through the thick road surface.

After the race, Winfield admitted she did not know what tire pressure she ran her inner tube clinchers at. “I felt like I had a little too much pressure in my tires,” she said. “It was a little squiggly at times. We got in that loose gravel and I was like ‘I need so much less pressure right now.’ Otherwise I felt pretty good. It’s just kind of putting your weight back and letting your bike glide. Making sure you have enough room to float through that stuff because if you hit the brakes you’re toast.”

Winfield said she thought about remedying the pressure situation. “I considered stopping and taking some air out because I felt really squirrelly the whole time, but I didn’t want to stop and have to catch back up.”

[caption id="attachment_119362" align="aligncenter" width="750"] Winfield ran the sand-friendly Challenge Grifo XS clichers. Gravel season is generally before Labor Day, so white was okay. Dee Dee Winfield’s 2018 Almanzo-100-Winning Blue Norcross SL. © Cyclocross Magazine[/caption]

Winfield’s drivetrain was 10-speed SRAM Force. Her front chain rings were Thorne Koksijde 44/36t and her rear cassette was … she was not really sure. The cassette had enough teeth for her to stick with Legan up the Almanzo course’s last big climb and then attack to get away for her winning margin.

[caption id="attachment_119353" align="aligncenter" width="750"] Winfield mounted 44/36t Thorne chain rings to a SRAM Force crankset. Dee Dee Winfield’s 2018 Almanzo-100-Winning Blue Norcross SL. © Cyclocross Magazine[/caption]

Up front, Winfield ran an FSA handlebar with an alloy Thompson Elite X4 stem. She used a Garmin 820 computer to track the route and miles and attached her 1272 number plate with very matchy-matchy yellow zip ties. To round out her contact points, she had a Specialized Ariel Women’s saddle and Crankbrothers Candy 3 pedals.

[caption id="attachment_119366" align="aligncenter" width="750"] Winfield opted for a saddle bag to tote her tools and spare tire. Dee Dee Winfield’s 2018 Almanzo-100-Winning Blue Norcross SL. © Cyclocross Magazine[/caption]

See the specs and photo gallery below for a closer look at Dee Dee Winfield’s Almanzo 100-winning Blue Norcross SL.

For more from the Almanzo 100 gravel race, see our impressions of Shimano’s new Ultegra RX800/805 clutch-based derailleur.

Dee Dee Winfield’s Almanzo-100-Winning Blue Norcross SL Specifications

Frame: Blue Norcross SL, carbon, black and yellow, Jonathan Page Signature Series
Fork: Blue carbon, cantilever brake mounts
Brakes: Front: Paul Components Neo-Retro cantilever; Rear: Paul Touring cantilever
Crankset: SRAM Force, 44/36t Thorne Koksijde chain rings
Front Derailleur: SRAM Force
Rear Derailleur: SRAM Force, 10-speed
Shift and Brake Levers: SRAM Force DoubleTap; Salsa Cross Levers 2
Wheels: HED. Ardennes alloy rim brake clinchers
Tires: Challenge Grifo XS clinchers, white
Handlebar: FSA
Stem: Thompson Elite X4
Saddle: Specialized Ariel Expert Women’s
Pedals: Crankbrothers Candy 3

Photo Gallery: Dee Dee Winfield’s Almanzo 100 Blue Norcross SL

Dee Dee Winfield’s 2018 Almanzo-100-Winning Blue Norcross SL. © Cyclocross Magazine

The post Gravel Bike Profile: Dee Dee Winfield’s Almanzo 100 Cantilever Blue Norcross SL appeared first on Cyclocross Magazine - Cyclocross News, Races, Bikes, Photos, Videos.

“I found it as an abandoned bike with a bunch of broken stuff on it,” he said about the re-built Medici Gran Turismo he rode at the Almanzo 100 gravel race. “I eyed it for a long time sitting outside for a couple months, and then eventually I decided no one’s coming for this bike.”

Someone else’s abandoned bike loss was Allen’s gain, after some work. “I had to take it apart, find a few parts, find the SunTour derailleurs and a few things to make it more my own. It’s a fun bike.” To his credit, Allen took on the project before reading our DIY steel gravel bike story, but it’s proof that the concept works and can survive a major gravel race.

[caption id="attachment_119421" align="aligncenter" width="750"] Matt Allen’s 2018 Almanzo 100 Medici Gran Turismo Gravel Bike. © Cyclocross Magazine[/caption]

Despite its very Italian name, Medici was a California bike manufacturer founded in 1978 as a spin-off of Masi bikes. The company made steel road bikes into the 1990s when the company brand again changed to Simonetti. According to an archived 1984 catalog, the company’s bikes were made from double butted Columbus steel and included Campagnolo Super Record components as an homage to its Italian name.

[caption id="attachment_119423" align="aligncenter" width="750"] Medici was a California steel bike manufacturer active in the 1980s and 1990s. Matt Allen’s 2018 Almanzo 100 Medici Gran Turismo Gravel Bike. © Cyclocross Magazine[/caption]

Allen’s project started with finding front and rear SunTour derailleurs to keep the bike properly retro. SunTour has not made bicycle components for two-plus decades now, so Allen had to do some work to find the proper parts.

For gearing, Allen ran an Avocet Touring crankset, which is a triple model, with 47/41t chain rings and a heavy dose of drillium. In the rear, he had a six-speed SunTour cassette with the SunTour derailleur he hunted down.

[caption id="attachment_119422" align="aligncenter" width="750"] Allen hunted down the front and rear SunTour derailleurs, which was a challenge because the company hasn’t made bike components for a number of years. Matt Allen’s 2018 Almanzo 100 Medici Gran Turismo Gravel Bike. © Cyclocross Magazine[/caption]

Allen found the bike could have used a bit lower gear for the 6,000 feet of climbing on the Almanzo course. “It wasn’t very good for the hills,” he said. “41/24 is my climbing gear ratio. It’s not really enough, but it’s what I had. This originally had a triple, but I took it off because I didn’t have a bottom bracket to fit a super-bailout 24 on the inside, which probably would have been good as much as I don’t want a triple.”

[caption id="attachment_119424" align="aligncenter" width="750"] Allen’s crankset was an Avocet Touring triple, although he only had two chain rings mounted at Almanzo. Matt Allen’s 2018 Almanzo 100 Medici Gran Turismo Gravel Bike. © Cyclocross Magazine[/caption]

The brake levers on Allen’s bike were from Italian brand Modolo with gum hoods and the shifters were bar-end barcons. Brakes on his bike were road calipers from the Italian company as well.

[caption id="attachment_119429" align="aligncenter" width="750"] Allen’s gravel bike had vintage Modolo road calipers to keep stopped properly retro. Matt Allen’s 2018 Almanzo 100 Medici Gran Turismo Gravel Bike. © Cyclocross Magazine[/caption]

We have been covering the do-it-all monster cross platform a bit this year, and while Allen’s bike might not fit Severson’s Monster Cross definition, it truly is a do-it-all bike for him, at least right now. “It’s my every-bike right now,” he said about his setup. “I’m a courier, so it’s my work bike right now. It’s my commuting bike, it’s my gravel grinding bike. It’s a bit of everything right now. All my other bikes are in the stable and kind of broken.”

Do-it-all? Yep, all of it. “I did line up for one cyclocross race last year on this because I broke a lever on my ’cross bike. It was muddy, bad idea, didn’t work.”

For tires, Allen joined Women’s race winner Dee Dee Winfield in running a clincher with tubes, albeit with even less tread than Winfield had with her Grifo XS treads. “The tires were good,” he said. “A lot of that gravel you sort of float through. It’s like sand in a ‘cross race, you just kind of float it. That’s the Soma something. I don’t know treads that well.”

Allen’s treads were the Soma Vitesse smooth “tubular casing” gravel tires in what appears to be 28mm width. They were one of the most modern parts of his setup, especially given the recent trend toward tan sidewalls.

[caption id="attachment_119427" align="aligncenter" width="750"] Although he didn’t know the specific tread, Allen ran a Soma Shikoro smooth gravel tread. Matt Allen’s 2018 Almanzo 100 Medici Gran Turismo Gravel Bike. © Cyclocross Magazine[/caption]

Allen’s also added some features to help with his day job—and his gravel hobby. Front and rear fenders protect him from spray, and at Almanzo, they helped protect him and his riding mates from the loose rocks sent airborne in many parts of the course. Allen also had a dyno light mounted on the front—which might have come in handy at Trans Iowa—but he did not need it on the sunny Saturday in Minnesota.

“It’s hanging out now,” he said about the light. “I have a dyno wheel at home. It rolls like crap. This wheel is about a thousand times smoother. It makes a huge difference.”

[caption id="attachment_119426" align="aligncenter" width="750"] Allen has a dyno light for riding at night, but left the wheel at home because of its weight and resistance. Matt Allen’s 2018 Almanzo 100 Medici Gran Turismo Gravel Bike. © Cyclocross Magazine[/caption]

Allen completed his gravel rig with a saddle bag and two water bottle mounts on the down tube, one of which had a zip tie to help keep it secure.

For more on Allen’s Almanzo 100 Medici Gran Turismo, see the specs and photo gallery below.

Matt Allen’s Almanzo 100 Medici Gran Turismo Specifications

Frame: Medici Gran Turismo, steel
Fork: Medici, steel
Brake Levers: Modolo, gum hoods
Shifters: SunTour, bar-end
Brakes: Modolo road calipers
Front Derailleur: SunTour
Rear Derailleur: SunTour, six-speed
Crankset: Avocet Touring, 47/41t chain rings
Tires: Soma Vitesse

Photo Gallery: Matt Allen’s Almanzo 100 Medici Gran Turismo Gravel Bike

Matt Allen’s 2018 Almanzo 100 Medici Gran Turismo Gravel Bike. © Cyclocross Magazine

The post Bike Profile: Matt Allen’s Every-Bike Almanzo 100 Medici Gran Turismo Gravel Bike appeared first on Cyclocross Magazine - Cyclocross News, Races, Bikes, Photos, Videos.

Our coverage of the 2018 Dirty Kanza 200 is brought to you in part by Panaracer. Check out its line of gravel tires for your next adventure.

Last year, Alison Tetrick was a gravel newb when she headed to the start line at the Dirty Kanza 200. After winning the race in a sprint finish against two-time champion Amanda Nauman, the 2018 edition of the famed Kansas race definitely will not be her first rodeo.

Despite returning with the winner’s belt buckle, Tetrick is not feeling any extra pressure for this year’s event. “I hear pressure is a privilege, yet the reason I have started targeting gravel races instead of road is to decrease my tire pressure and increase the fun inhalation,” she said. “I do have a quaint obsession with belt buckles and being a rodeo queen, so I will give the Dirty Kanza 200 (or is it DK20n+1) my best effort.”

Alison Tetrick is back to defend her Dirty Kanza 200 title in 2018. © Cody Mann (Flintlock Photography)

Tetrick was a long-time professional road racer, but this year, she has stepped away from the road and embraced racing on gravel. The decision has been a good one for her. “I have raced on the world’s biggest stages, and I am so happy to come off that stage and join a rad culture and community that are my people,” she said about her new gravel career. “I love that we all have a story to tell at the end of the day as we conquer not only the course but also ourselves.”

We reached out to Tetrick for a pre-DK200 interview to ask her about her new life as a gravel rodeo queen, her new Specialized Diverge bike and what she’s expecting from this year’s race. Stay tuned for more from Tetrick and the other gravel stars from our on-site coverage from the 2018 Dirty Kanza 200.

Interview with Alison Tetrick, Defending Dirty Kanza 200 Champion

Cyclocross Magazine: How has your season been going so far? Where have you been racing this year? 

Alison Tetrick: This is my first year in eight years not racing a full pro road calendar. I have tried to fill my schedule with adventure races like the Grasshopper Adventure Series, Belgian Waffle Ride and Chino Gravel Grinder. It has been interesting as I have transitioned my career from an arduous WorldTour program to a more flexible schedule. I think I am traveling and riding my bike more now than ever!

CXM: Are you feeling any extra pressure for DK200 this year as the defending champion?

AT: By pressure, do you mean tire pressure? I hear pressure is a privilege, yet the reason I have started targeting gravel races instead of road is to decrease my tire pressure and increase the fun inhalation. I do have a quaint obsession with belt buckles and being a rodeo queen, so I will give the Dirty Kanza 200 (or is it DK20n+1) my best effort. Gravel racing is about the adventure and self-discovery and anything can happen on any given day, but we all will have a great story to tell. Cowgirl up.

CXM: There are more and more big names like Kaitie Keough tackling Dirty Kanza this year. Does the tougher competition change your preparation at all? 

AT: I love that there are more big names coming to the gravel events to increase competition and awareness of this budding discipline of our sport. Ultimately, you have to ride your race and not worry about someone else.  It will be a challenging day on the bike, regardless of who shows up.  Kaitie and I have been teammates on the road for years, and I am stoked to share the Flint Hills with her. Besides, everyone loves a good solid bike race.

Alison Tetrick says she will be ready to rumble through the Flint Hills come race day. © Cody Mann (Flintlock Photography)

CXM: You hoping to avoid a sprint finish this year? Are you planning on scouting out the finishing stretch this year?

AT: Who sprints after 206 miles? A desperate person. My coach—CTS’s Dean Golich—says that some people who learn by being taught, some learn from experience and some never learn at all. He then follows that up by saying he doesn’t know which one I am. I have made a few repetitive mistakes in the past, but I sure hope I at least remember the basic rules of being a professional cyclist. But I won’t make any promises.

CXM: Last year you said your previous career long ride was 122 miles. Have you changed your training at all this year?

AT: I now can say the longest I have ever ridden is 206 miles last year. I definitely haven’t ridden that distance since, and I am still intimated by that duration. I haven’t changed my training much, as I still focus on my strengths and quality work on the bike. It turns out, I just love riding my bike, and although I do far fewer races and intervals these days, I still suffer with pride.

CXM: Do you race with a power meter? Do you use the data during the ride?

AT: I always train and race with a power meter. I use a Quarq on my SRAM Force 1x for the DK200. As much as I am a scientist and data junkie, when it comes to race day, I don’t look at the numbers. You need to be able to feel your effort and gauge yourself accordingly. We aren’t robots, and weather, course conditions, hydration and physiology can have a huge impact on your power. You never know what power will win that day, which means you need to bank on your confidence in your training and mental fortitude.

I hate it when people say they couldn’t do x, y or z, in a race because the watts were a, b and c. The beautiful thing about bike racing is that you can ride your race until you need to ride faster than anyone else, and at that point it is up to you. It has nothing to do with watts. You either do it or you don’t. No regrets.

CXM: It looks like you have a new bike this year? What does your setup look like?

AT: Oh em gee, I am in love with my bike. I will be riding a Specialized S-Works Diverge with Roval CLX32 Wheels. As far as the rest of the setup, it will remain the same with Orange Seal for tubeless tires, Speedplay SYZR pedals and Camelbak for hydration needs. The Chase Vest is made for the DK200, and I wore a fancy prototype last year, so I am happy to have those packs in my stash again.

I am sticking with the SRAM Force 1x and a Quarq power meter. Just like last year, I will continue to use Lezyne for all the saddle bags, tools, bottle cages and GPS needs. I will be fueled by GU Energy and made much more comfortable with Chamois Butt’r.

You can quote me on this, the setup will be dialed, custom and solid for the course. I have never had so much confidence in my sponsors. We have had a blast collaborating on this setup across many of my partners, and it will be great to debut some fun projects we have been working on this year.

Alison Tetrick will be riding a Specialized Diverge at the 2018 Dirty Kanza 200. © Cody Mann (Flintlock Photography)

CXM: Last year you had the suspension on the Cannondale Slate, this year you have the Future Shock. Do you think front suspension of some kind is a necessity for gravel racing? What is the biggest difference between the two bikes and their suspension?

AT: Gravel races are long. Gravel races are bumpy. Suspension is key for comfort and leaving you a little fresher at hour 11. Wait, who feels fresh then? I will take what I can get!

The Cannondale Slate and Specialized Diverge both have suspension, but the shock is in different areas of the bike. The Diverge is built to suspend the rider and not the bike. It rides more like a traditional road bike, which suits my background. I find it responsive and racey, yet comfortable and bomb proof.

The Specialized Crux, which is a more traditional cyclocross race bike, has a high bottom bracket at 69mm drop and short wheel base. It excels on shorter races held on tight courses. The Diverge has a much lower bottom bracket at 85mm drop and it helps you stay stable at high speeds and gives you the suspension that keeps you from getting beat down. No one wants to be beat down, I would rather get my beat on.

CXM: Last year it sounds like you got a good amount of advice from Cannondale athletes. Anyone new you’re hitting up for round two? Anyone asking you for advice as the Queen of the Dirty Kanza?

AT: This isn’t my first rodeo. I learned from experience and a ton of knowledgeable people last year and have continued to build this database of expertise with the product team at Specialized and my other partners such as Camelbak and Speedplay. Gravel racing has really been great for the cycling industry because many companies are innovating and investing in this side of the sport.

People do ask me for advice, but I still don’t know what tire pressure I ran last year, and I probably won’t know this year. Sometimes it’s best to keep things from me. One less thing for me to fixate on is better. I have given more advice on mental toughness and training than anything else. I even did a training series with FloBikes. There was whiskey and cowboy boots. Check it out.

CXM: How do you make tire selections for gravel races? Do you have a lot of different treads you choose from for a given race?

AT: It used to be the power of Google, and now I am just plain spoiled. I am fortunate to work with a company like Specialized that has tires and treads for every occasion. I am also beyond lucky to have a team of engineers and smart people who I can ask what product to use for optimal performance.

But really, I come from a time trial background where preparation is everything. The internet and past photos and articles can really be informational. Each course is different, and of course, the DK200 is a beast of its own.

CXM: Tubeless setups can take a bit of time to get ready sometimes. How close to race day do you get your tires mounted up?

AT: I use Orange Seal for tubeless capabilities, and I now use tubeless on my road bike too! I like to have a fresh set of tires on my bike for a demanding race like DK200. The newer the tire, the better. It is always good to test the tires out before the race to work out any issues though. There isn’t a perfect formula, but I would say within five days of the race I have my setup complete. I don’t like to be scrambling in the last minute. Stress takes away from my wine time.

CXM: Who are you most worried about heading into this year’s event?

AT: There are absolutely no worries. You can only control your controllables and enjoy the process. I know I will be meeting new places in myself I didn’t know existed.  I know I will make new friends, even if they are imaginary. Believe me, after 165 miles, you meet all sorts of creatures. I know it will be a beautiful and painful day.

CXM: How, if at all, did last year’s DK200 change things for you?

AT: Just finishing the DK200 is a mix of drinking all the Kool-Aid and going to summer camp. This gravel thing has changed my life and the trajectory of my career. I would like to think it would be the same without winning, but by winning the race, I have been given some incredible opportunities that I am very thankful for. And let’s not forget that belt buckle that is mine for life. Buckle up.

I have raced on the world’s biggest stages, and I am so happy to come off that stage and join a rad culture and community that are my people. I love that we all have a story to tell at the end of the day as we conquer not only the course but also ourselves.

CXM: Thanks for you time. Looking forward to seeing you buckle up in Kansas.

AT: Thanks!

The post Interview: Alison Tetrick Buckles Up for Her 2018 Dirty Kanza 200 Title Defense appeared first on Cyclocross Magazine - Cyclocross News, Races, Bikes, Photos, Videos.

Our coverage of the 2018 Dirty Kanza 200 is brought to you in part by Panaracer. Check out its line of gravel tires for your next adventure.

The Dirty Kanza 200 has become the premier gravel race on the annual calendar, with an increasing number of professional racers targeting the annual 200-mile race through the Flint Hills outside Emporia, KS. “Winning Dirty Kanza is every rider’s season goal,” said Mat Stephens about the event. “It’s the biggest gravel race of the year. It put me on the gravel map and does so for anyone that wins it.”

In 2017, Stephens won the Dirty Kanza 200 and in turn, put his name at the forefront of the gravel scene. This year, he returns as the defending champion, with a number of athletes looking to claim his throne.

Mat Stephens won the 2017 Dirty Kanza 200.. © Christopher Nichols

For Sven Nys, Michael van den Ham, Geoff Kabush and others, the task of knocking off Stephens will not be an easy one. The former Pro Road Tour racer comes into the race on a roll after winning Land Run 100 and setting a new course record at the Barry-Roubaix.

We have been following Stephens quite a bit as part of our gravel coverage and reached out to him to ask him how he is feeling about this year’s Dirty Kanza 200 and how he sets up his 3T Exploro Flatmount for success. Stay tuned for more coverage of Stephens and all the other athletes with our on-site coverage of the 2018 Dirty Kanza starting next week.

Interview with Mat Stephens, Dirty Kanza 200 Defending Champion

Cyclocross Magazine: Big spring for you so far with wins at Land Run and Barry-Roubaix, how are you feeling coming into the 2018 Dirty Kanza 200?

Mat Stephens: I’m undefeated this year on gravel so it’s hard to not have confidence going into the race. But over 200 challenging miles, anything can happen so I’m just going to line up and do my best.

CXM: Anything change with your training this year? How much do you monitor watts or heart rate during the event?

MS: Last year I raced a number of Pro Road Tour events on the road and this year I have left those out and focused more on gravel races with lots of road training. It’s similar but different.

Last year I only used a heart rate monitor during the race while using a power meter in training. This year I have a power meter on my gravel bike and it’s been cool to see what the races really require. For Dirty Kanza 200 I will have a great idea what I can do on the day and how to “pace” myself. Pacing yourself in the race is kind of laughable though, you just stay with the leaders and hope for the best.

CXM: Excited about racing against Stan Nice slash Sven Nys?

MS: Stan’s products are Nice aren’t they? I’ve watched and rooted for Sven for years on TV, but at the start line he is just another competitor and another obstacle to overcome. I raced and beat another World Champion on gravel in his “first race back” in 2017. I treated him the same as the other competitors that day, I shook his hand and said good race and stood on the podium for pictures. Of course that picture has a better story to tell than any other podium pic though.

CXM: Thoughts on the growing number of pros targeting Dirty Kanza? Looks like you’re going to be in for a tough fight this year. How important is defending your title in terms of your season’s goals?

MS: Technically I am an ex-pro too, so I’m not surprised “we” are showing up. We enjoy riding our bikes, the challenge of the day and the competition. Put some prestige on the line and it was bound to attract talented and competitive riders sooner or later.

For sure it’s tough and it’s going to be really hard for a non-pro or non-full time rider to win this event anymore. The level of competition is too high. Look at the average speed for the winner! They have climbed from 14 or 15mph to 19-plus mph!

This is the first year that confirmed dopers are allowed into the race after a rule change. I’m torn on how I feel about this decision. On one hand, I wish the confirmed dopers would not show up because well, they are cheats. On the other hand, the gravel culture is about being open to everyone. Everyone tows the same start line no matter if they came there to win or finish, if they have never done 100 miles (or 200?!) or raced in the Tour.

Winning Dirty Kanza is every rider’s season goal. It’s the biggest gravel race of the year. It put me on the gravel map and does so for anyone that wins it. However, the pressure is on those that haven’t won it.

Mat Stephens held off a tough challenge from Jake Wells to win the 2017 Dirty Kanza 200. © Christopher Nichols

CXM: One could argue you are the man to beat at any gravel race you do right now. How does that affect your preparation and racing?

MS: My preparation is the same, I train my best and race as hard as I can. Focusing on external factors is rarely productive, so that’s just wasted energy. During the racing this year I have definitely been aware that other riders are not wanting to contribute as much to the pace-making or are looking at me to make the moves. I just accept it and take it as part of the puzzle I have to solve.

CXM: How much research do you do on your competition for gravel races?

MS: There are a lot of new faces at every gravel race so I try not to drive myself crazy researching everyone. I just study how they are riding out on the course and size them up then. The races are pretty long so there’s plenty of time. *smiles*

CXM: Are you still riding the 3T Exploro? Anything new with your setup this year?

MS: Yes! And Yes. It’s the new “3T Exploro Flatmount” version. Same design overall with a few tweaks like flatmount brakes, a new seatpost clamp and 12mm thru-axles. Still the fastest gravel bike on the planet.

CXM: How do you make your tire choices for races?

MS: I check the weather, the course, and consult the local shaman. Luckily, Panaracer has a nice range of tires available, and so far this year I have used 32mm and 38mm Gravel King slicks and 32, 35, 38 and 43mm Gravel King SKs. The 3T has plenty of clearance to run whatever I think is best. I just match the width and tread design to the course conditions and send it.

CXM: Tubeless setups sometimes require a little time to “cure” for the most airtight setup. Do you bring multiple treads and sizes with you and ever make a change the night before a race based on pre-ride or weather? What’s your pre-race tire and sealant check routine? How many days out?

MS: It depends on how much course scouting I am able to do as to when I install my race-day tire. If it’s a new course, then I may have to wait until I arrive at the race town to make a decision on my setup. Ideally, I would set up two to three days out so I get a chance to do a ride on the the setup before race day. Honestly, I am a bit spoiled with Stan’s wheels and sealant and Panaracer tires, so I have even made last minute changes hours before the race based on weather or course reports. Both are super-easy to set up and have been rock solid.

CXM: Jake Wells said he’s bringing aero bars this year. You plan on giving him a hard time for copying you? Are the bars’ value for you more about cheating the wind or having an alternative riding position?

MS: Why would I give someone a hard time for copying a good idea?! If someone is too dumb or proud to adopt a beneficial strategy, well I’ll just let them flounder on their own. Bars, tires, I analyze everything to see what puts me in the best position to win.

CXM: What are you carrying with you on race day? Does that change much between events?

MS: Yes, I change my “kit” based on the length of the event and what level of support is allowed. As the race gets shorter or more support is allowed, I drop weight where I can with a smaller multi-tool or less spare parts. On some multi-day trips I will take things like lube, needle and thread and extra Stan’s Sealant. I take a pretty standard kit on race day: Multi-tool, quick link, tubeless plug, derailleur hanger, CO2 cartirdge, tire lever and spare tube.

CXM: Thanks for your time. See you in Kansas.

MS: Thanks.

The post Interview: Mat Stephens Readies for His 2018 Dirty Kanza Defense appeared first on Cyclocross Magazine - Cyclocross News, Races, Bikes, Photos, Videos.

Our coverage of the 2018 Dirty Kanza 200 is brought to you in part by Panaracer. Check out its line of gravel tires for your next adventure.

After months if not an entire year of preparation, the Dirty Kanza 200 is now less than a week away for the athletes targeting what has become the premier gravel event in the country.

Below are Men’s start lists for the DK200 broken out by age groups. For more from some of the Elite contenders, see our interviews with Mat Stephens and Michael van den Ham and our story on Stanley Nice.

Women’s start lists are also available on our website.

Stay tuned for our on-site coverage of the 2018 Dirty Kanza 200 gravel race.

Men's 16-29 Start List: 2018 Dirty Kanza 200

Men's 30-34 Start List: 2018 Dirty Kanza 200

Men's 35-39 Start List: 2018 Dirty Kanza 200