New York’s Durty Bikes Gravel Series returned on Saturday at the Prattsburgh Gravel Classic.

The Prattsburgh Gravel Classic is New York’s second oldest gravel race, with epic racing since 2008. Now a part of the Durty Bikes Gravel Series, the race was also the NYS Gravel Racing Championship sponsored by the New York State Bicycle Racing Association (NYSRBA).

Located in Upstate New York near the Finger Lakes, the Prattsburgh Gravel Classic featured 5,800 feet of climbing packed into 55 miles of racing.

The Durty Bikes Gravel Series is a three-race series that started with last weekend’s Ossian Giant Gravel Grinder, meaning riders were competing for series points in addition to the single-stage gravel glory.

The final race of the Durty Bikes Gravel Series is the Hills of Hightor race on May 4 based in Naples, New York.

Results for the Elite races are below. Click here for results from all categories.

The gravel motos follow race leaders Curtis White, Jeremy Powers and Anthony Clark. 2019 Prattsburgh Gravel Classic, New York. © Anne Pellerin

Elite Women’s Race

Similar to last weekend, a comeback was the story of the day in the Elite Women’s race (not unlike another weekend race).

Last week it was Rachel Andrews, this weekend it was Anne August (Park Ave Racing). An early mechanical by August put her in chase mode for nearly half an hour after getting her bike repaired by the Bike Loft East neutral support following the race on a moto.

Once at the front, August went on to take the win by 43 seconds, capping an impressive gravel racing performance. Ruth Sherman (GGWDW) took second and Emily Flynn (Melo Velo Racing) third.

Elite Women’s podium: Anne August, Ruth Sherman and Emily Flynn. 2019 Prattsburgh Gravel Classic, New York. © Anne Pellerin

“The women put on a brilliant show,” Durty Bikes series director Tony Sylor said. “That course is so hard, and they crushed it. All three of our finishers have been leaders in local racing for years,and it’s an honor to have them setting the bar at our events.”

Going into the final race of the series, Sherman leads the Women’s standings with 204 points followed by August with 201 points and Flynn with 195 points.

Full results are below.

Elite Men’s Race

The Elite Men’s race started with an early flier from a now-retired Jeremy Powers (Pactimo / Fuji / SRAM), giving him the KOM at Mile 10. Last weekend’s 1-2, Anthony Clark () and Curtis White (Cannondale p/b CyclocrossWorld), joined Powers to make it a pro cyclocross group of three.

White and Clark went to the line for the second-straight gravel race, with White again taking the win by a wheel. Powers finished third to round out the podium.

Elite Men’s podium: Curtis White, Anthony Clark and Jeremy Powers. 2019 Prattsburgh Gravel Classic, New York. © Anne Pellerin

“It was an amazing display of talent and class,” Sylor said. “After the KOM, these guys rode off the front at a blistering pace for three hours and really left it all on the course.”

Going into the final race of the series, the Hills of Hightor which will take place on May 4, Clark and White are tied for the series lead with 204 points followed by Powers with 200 points.

Full results are below.

Elite Women's Results: 2019 Prattsburgh Gravel Classic

Elite Men's Results: 2019 Prattsburgh Gravel Classic

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TransIowa was a seminal event in U.S. gravel cycling, so when it held its 14th and final edition in 2018, a giant hole was left on the gravel landscape.

Fortunately for the Midwest ultra-endurance gravel crowd, a group of Iowans stepped in to start a new late-April event called Iowa Wind and Rock. Although nothing will ever be TransIowa, the event still challenged participants to ride 337 miles with over 28,000 feet of climbing in one go.

Event organizers Sarah Cooper, Dennis Grelk and Steve Fuller shared the motivation behind the race on the event website:

As Iowans, TransIowa finishers, and people who enjoy stretching personal boundaries, we didn’t want to see this unique opportunity for people to challenge themselves disappear. Iowa Wind and Rock is NOT, nor will it ever be TransIowa.

However, we want to provide people a similar challenge – A free, 340ish mile, cue sheet navigated, late spring, Iowa event that allows entrants to challenge themselves, expand their boundaries, and allow them to see what they are capable of.

TransIowa was known for a distinct flavor that Iowa Wind and Rock paid homage to. The only navigation aid allowed was cue sheets passed out right before the race. TransIowa racers had 34 hours to finish the course within the time limit, and at Iowa Wind and Rock, the limit was set at that same 34 hours.

The event started on Saturday morning at 4 a.m. in Winterset and the finish line closed at 2 p.m. on Sunday. This year’s race was in the same central part of Iowa, based in Winterset, located southwest of Des Moines.

One reward for taking on the 337-mile race was a beautiful Iowa sunset. © Iowa Wind and Rock

The first edition of Iowa Wind and Rock was free to enter, of course with the expectation that plenty of blood, sweat and tears would be required on the rolling hills of Central Iowa.

Registration was capped at 120, and 57 riders took the start line in Winterset. A team of 12 volunteers helped keep track of participants on the warm 80-degree day with 20mph winds.

Although race day was warm and windy, the spring has been a brutal one in the Midwest. An ugly race day was traded for an ugly race course. Race co-director Cooper described the conditions.

“The extreme winter we had here in Iowa devastated the surface of our roads, and even though things were very dry for race day, the impact of that damage was evident all over the course,” Cooper wrote on the race Facebook page. “Spring means new rock, which showed up by the truckload just in time. It all made for a very, very difficult day.”

Cooper designed most of the route on roads she knows very well from long days training for Ride Across America and Ride Across the West. She described how one particularly challenging road ended up on the Iowa Wind and Rock route.

“The Trail of Tears was a road that I took out to see the tree in the road, because why not ride 70 miles into a 30mph headwind on fresh rock to see a tree? The tailwind on fresh rock on the way home from that ride taught me a lot, and I take myself there whenever I need a good ass kicking. No one has shed more tears on that road than myself. I love this route.”

Thanks to a long winter, conditions on the route were pretty gnarly in spots. © Iowa Wind and Rock

The challenging course with challenging conditions made for a shattered field across the Iowa cornfields. Only six people finished by the official 2 p.m. Sunday cutoff and a few more finished after the cutoff. A number of riders pulled the plug 27 miles from the finish. Difficult, Iowa Wind and Rock was.

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The Niner MCR 9 RDO is the new carbon full-suspension gravel bike first teased at Sea Otter last year and showed again this year at the show.

Niner Bikes MCR 9 RDO “Magic Carpet Ride,” 2019 Sea Otter Classic © C. Lee

MCR stands for “Magic Carpet Ride,” with the idea to smooth the gravel bike for a better rider experience. The frame uses Niner Bikes’ RDO (Race Day Optimized) carbon fiber molding process. That is hard internal forms in the mold for optimum compaction of the carbon fiber layup.

The rear suspension is via Niner Bikes’ CVA suspension link. Essentially a short dual-link, four-bar design from Niner.

The rear suspension uses Niner’s CVA link system, offering 50mm of travel. Niner Bikes MCR 9 RDO “Magic Carpet Ride,” 2019 Sea Otter Classic © C. Lee

The CVA, in the case of the Magic Carpet Ride, is tuned for small bumps and full travel of 50mm. The links are one-piece forged units and use Enduro Max Black Oxide pivot bearings uniquely designed for suspension pivots. The rear suspension is protected with an integrated fender with a full-fender extension design in the works.

The rear suspension uses Niner’s CVA link system and has a built-in fender. Niner Bikes MCR 9 RDO “Magic Carpet Ride,” 2019 Sea Otter Classic © C. Lee

The rear 50mm suspension is paired with a Fox AX 40mm air sprung fork. Both the front and rear can be locked out, the latter with a remote attached to the top of the drop handlebars.

The front squish is via 40mm-travel Fox fork. Niner Bikes MCR 9 RDO “Magic Carpet Ride,” 2019 Sea Otter Classic © C. Lee

All cable routing has internal guides, so no need to fish the cables and housing through. The frame allows 700c x 50mm or 650b x 2.2″ (56mm) tires.

The bike is still in prototype stage with samples being ridden by Yuri Hauswald and soon, Rebecca Rusch. The target weight will be in the low 20-pound range to at least eclipse the RLT 9 Steel.

Rebecca Rusch and Yuri Hauswald were on hand for the launch of the Niner RDO 9 MCR full suspension gravel bike. Both are riding the new bike this summer. Niner Bikes MCR 9 RDO “Magic Carpet Ride,” 2019 Sea Otter Classic © C. Lee

Niner’s goal with the Magic Carpet Ride is a better gravel riding experience. The full suspension allows better traction and control for more confidence on various terrain and less fatigue on longer rides.

The full tunable suspension is a step forward from what Niner deems more primitive attempts to suspend only the rider and not the bike with suspension seatposts or suspended handlebars. Zach Vestal of Niner Bikes emphasized that the MCR 9 RDO is neither a drop bar mountain bike nor a road bike.

Although the MCR has a rear suspension, the company says it is still a gravel bike, not a drop bar mountain bike. Niner Bikes MCR 9 RDO “Magic Carpet Ride,” 2019 Sea Otter Classic © C. Lee

Paint and price are still being worked on, though the target will be $3,000 for the frame. Rideable review samples may be ready by late summer 2019. We hope to be on one to tell you how this gravel bike evolution differs from the first mountain bike evolution 30 years ago.

More info: ninerbikes.com

All of our coverage of new bikes and products is available in our 2019 Sea Otter Classic archive.

The post Niner Goes Full Squish Gravel with MCR 9 RDO “Magic Carpet Ride” – 2019 Sea Otter Classic appeared first on Cyclocross Magazine - Cyclocross News, Races, Bikes, Photos, Videos.

At Sea Otter, the company displayed two more bikes in its all-road lineup. One is the carbon Warroad that sits toward the high end of Salsa’s lineup and the other is the alloy Journeyman that is aimed at gravel newcomers.

Salsa Warroad

The pavement-leaning side of the collection is the Warroad, a carbon bike with long-distance road geometry Salsa introduced earlier this year. It was described to us as “classics bike geometry with more tire clearance.” It has a slightly steeper headtube angle, shorter chainstays and lower bottom bracket than other bikes in the Salsa all-road range.

[caption id="attachment_134126" align="aligncenter" width="1140"] Salsa Warroad and Journeyman Gravel Bikes, 2019 Sea Otter Classic. © C. Lee / Cyclocross Magazine[/caption]

The Warroad has what Salsa calls its “Class 5 VRS (vibration reduction system).” The seatstays are thin and bowed while the chainstays are flattened on the back portion near the axle mount to induce some rear triangle flex for comfort and traction.

[caption id="attachment_134124" align="aligncenter" width="600"] Bowed stays on the Warroad provide extra tire clearance and some flex. Salsa Warroad and Journeyman Gravel Bikes, 2019 Sea Otter Classic. © C. Lee / Cyclocross Magazine[/caption]

The Warroad frame will fit 700c x 35mm and 650b x 47mm tires.

[caption id="attachment_134123" align="aligncenter" width="1140"] Fork clearance on Warroad with 650b x 47mm tire. The other hole is for a dynamo wire. Salsa Warroad and Journeyman Gravel Bikes, 2019 Sea Otter Classic. © C. Lee / Cyclocross Magazine[/caption]

There are three bottle mounts within the main triangle, as well as one set under the down tube and cage mounts on the fork blades. Rear rack mounts are present by the rear axle, but the Salsa Rack-Lock seat collar is necessary for the upper rack mount. Mounts are present for a top tube bag as well.

[caption id="attachment_134122" align="aligncenter" width="1140"] The carbon fork of the Warroad has several mounts. Salsa Warroad and Journeyman Gravel Bikes, 2019 Sea Otter Classic. © C. Lee / Cyclocross Magazine[/caption]

The Warroad comes in four builds beginning with a Shimano Tiagra 2x with 650b x 47mm tires for $2,395 USD. The upper end includes a SRAM Force 1 build with 650b wheels for $4,399 and the lone 700c build with a Shimano Ultegra 2x drivetrain for $4,399. In the middle is a 105 2x with 650b wheels for $3,399. The frameset alone is $1,999.

See the gallery below for more.

More info: salsacycles.com

Salsa Journeyman

Not every rider is looking for a top-level performance machine like the Warroad or Warbird. For the gravel curious and those on a budget, the alloy Journeyman joins Salsa’s lineup as a gravel-ready bike.

[caption id="attachment_134129" align="aligncenter" width="1140"] Salsa Warroad and Journeyman Gravel Bikes, 2019 Sea Otter Classic. © C. Lee / Cyclocross Magazine[/caption]

The Journeyman frame has a slack head tube angle, long chainstays and a long wheelbase for a comfortable gravel ride. Riders on the Journeyman will be able to get the full cushy effect of wide tires, with room for up to 700c x 51mm and 650b x 57mm.

[caption id="attachment_134130" align="aligncenter" width="600"] Salsa Warroad and Journeyman Gravel Bikes, 2019 Sea Otter Classic. © C. Lee / Cyclocross Magazine[/caption]

At Sea Otter, we saw a bright yellow Apex 1 650 Journeyman, which represents the highest-end build. The Apex 1 650 model comes with TRP Spyre-C mechanical disc brakes, Novatec wheels and 700c x 38mm Teravail Cannonball tires.

The Apex 1 650 build costs $1,500.

[caption id="attachment_134131" align="aligncenter" width="1140"] Salsa Warroad and Journeyman Gravel Bikes, 2019 Sea Otter Classic. © C. Lee / Cyclocross Magazine[/caption]

The Journeyman is available in both 650b and 700c wheel builds. The Apex 1 models are drop-bar-only, but the other builds come in flat bar and drop bar editions. There are also different colors of each build to choose from. Sora 700 models are $1,200 and Claris 700 models are $950.

See the gallery below for more.

More info: salsacycles.com

All of our coverage of new bikes and products is available in our 2019 Sea Otter Classic archive.

Photo Gallery: Salsa Warroad and Journeyman Gravel Bikes

Salsa Warroad and Journeyman Gravel Bikes, 2019 Sea Otter Classic. © C. Lee / Cyclocross Magazine

The post Salsa Warroad All-Road and Journeyman Entry-Level Gravel Bikes – 2019 Sea Otter Classic appeared first on Cyclocross Magazine - Cyclocross News, Races, Bikes, Photos, Videos.

Riding hardpack with loose corners? Going bikepacking with some dirt and pavement? Facing terrain that most people conquer on mountain bikes? Or riding from one specific city in Kansas? There are tires designed just for you and your cyclocross or gravel bike.

At Sea Otter, we spotted new tire gravel tire options now available or coming soon from nearly every tire company. We’ve already looked at tires from Teravail, Challenge, Panaracer and Continental.

In today’s round-up, we look at new tires from Kenda, WTB, Vittoria, Hutchinson and Donnelly. Browse through the slider to see if any of the new rubber might be the perfect match for your riding.

All of our coverage of new bikes and products is available in our 2019 Sea Otter Classic archive.

Kenda

At the 2019 Sea Otter Classic expo, Kenda was displaying two variants of its gravel line that are now available. The file tread Alluvium, which we first spotted a year ago, is now available. The tire pairs long-wearing squared-off micro knobs with multiple rows of side knobs for grip in looser corners. It features Kenda’s GCT casing, which offers bead-to-bead protection.

Kenda’s new Alluvium is a long-wearing file tread with side knobs that we first saw a year ago, but is now shipping. 2019 Sea Otter Classic. © A. Yee / Cyclocross Magazine

Like the look of tan-wall tires? The brown wall versions of the fast-rolling, fully knobbed Flintridge gravel tire that we first saw at Interbike is now available.

The Kenda brown wall Flintridge is now available and keeps your bike looking trendy. 2019 Sea Otter Classic. © A. Yee / Cyclocross Magazine

Many companies are realizing that many of us don’t just ride gravel, but combine dirt trails, singletrack, pavement and some gravel into weekly riding, and the traditional gravel tire doesn’t offer quite enough bite in rough, loose or wet conditions.

Kenda recognizes this and brought its popular, fast-rolling Booster mountain bike tread to a 700c x 40mm size. We first saw this prototype at Interbike but saw a near-production version at Sea Otter. It looks like it will be a versatile tread that mixed terrain cyclists could use year ‘round, in all but serious mud. Stay tuned as we test a set.

We got our first look at a prototype 700c x 40mm version of the Booster mtb tire at Interbike, but at Sea Otter we spied a near-production tire. It should be a fine, fast-rolling mixed terrain tire when you’re hitting more than fine gravel. 2019 Sea Otter Classic. © A. Yee / Cyclocross Magazine

More info: bicycle.kendatire.com

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With companies like Canyon and Wal-Mart’s Viathon launching as direct-to-consumer bike companies determined to undercut established competitors on price, the American Bicycle Group wasn’t content to remain in place.

The parent company of Litespeed and Quintana Roo launched a new direct-to-consumer carbon fiber brand called Remōt and unveiled its three models at Sea Otter. The company rolled out its Baseline, an all-road machine, the Boundary, a gravel and adventure rig and the Cinder, a full-suspension mountain bike.

As you might guess, we spent a bit more time looking at the Baseline and Boundary. The bikes are described as different models, but a closer look shows they’re identical twins with different outfits.

American Bicycle Group’s new Remōt offers the Baseline and Boundary models, each with three different builds. The Boundary is shown here. 2019 Sea Otter Classic. © S. Litvin / Cyclocross Magazine

The new Remōt Baseline features an all-road build, with skinnier tires and slightly taller gearing. 2019 Sea Otter Classic. © S. Litvin / Cyclocross Magazine

They feature a moderately dropped right chainstays, big tire clearance and relatively relaxed geometry with 43.cm chainstays and shorter reach measurements, yet don’t sit so low that you would be banging pedals on the off-cambers in a cyclocross race, with a 6.7 cm bottom bracket drop. The company website shows the two models have identical geometry.

The Remōt Boundary features gravel-oriented builds. 2019 Sea Otter Classic. © S. Litvin / Cyclocross Magazine

Each model comes in five sizes and three different Shimano builds, with Shimano 105, Shimano Ultegra and Ultegra Di2 options. The Baseline pairs 32mm Panaracer GravelKing tires and Shimano compact (50/34t) cranksets, while the Boundary gets fatter 43mm GravelKing tires and Praxis adventure gearing up front (48/32t).

The Remōt Boundary features gravel-oriented builds and a fork with adventure mounts. 2019 Sea Otter Classic. © S. Litvin / Cyclocross Magazine

The new Remōt Baseline features an all-road build, with skinnier tires and slightly taller gearing. 2019 Sea Otter Classic. © S. Litvin / Cyclocross Magazine

Although the Baseline was shown with the same fork as the Boundary, Remōt representatives said it will lose the adventure mounts.

The new Remōt Baseline features an all-road build, with skinnier tires and slightly taller gearing. Production models will feature a different fork than the Boundary. 2019 Sea Otter Classic. © S. Litvin / Cyclocross Magazine

Shimano 105 Baseline models start at $2,300, while the Boundary starts at $2,400.

The company expects to start selling to consumers on May 1.

More info: remotbikes.com

All of our coverage of new bikes and products is available in our 2019 Sea Otter Classic archive.

Steve Litvin contributed to this post.

The post Get Lost on Gravel Roads with Remōt’s Direct-to-Consumer Gravel Bikes – 2019 Sea Otter Classic appeared first on Cyclocross Magazine - Cyclocross and Gravel News, Races, Bikes, Media.

Riders in the second annual Michigan Coast to Coast Gravel Grinder, presented by Salsa Cycles, will traverse 210 miles of fast gravel roads and challenging two-tracks, spanning Michigan’s lower peninsula on June 22. Last year marked the first year of the Mitten State event.

The race will not be known for its gravel, ironically, but for everything that’s NOT gravel – the forest roads, the two-tracks, the snowmobile trails.

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

Currently, nearly 450 riders are signed up and ready to start their day at the sunrise shores of Lake Huron, making one all-out push west through Michigan farmlands and grasslands, pine barrens, the majestic Manistee National Forest, all the way to the sandy beaches of Lake Michigan at Ludington. They may see the glorious sunset over Lake Michigan or ride into the night to get to the finish line before the 3 am cut-off.

The race requires a support vehicle which can meet racers at up to three checkpoints every 50-55 miles. A paid service offering a shuttle from Ludington and support at the checkpoints is available as a fundraiser for the Juvenile Diabetes Research Foundation, the race’s charity partner.

Too many miles? Choose the convenient 100-mile loop with a Ludington start and finish or two-person relay across the state (two segments of 50-55 miles each, split support crew duties).

Click here to register for this year’s race  

Sponsors of the race are Salsa Cycles (presenting), Grand Rapids Bicycle Company, Spindrift Cyclesports, Trailhead Bike Shop, Orange Mud, Velocity USA, Bike Law, Teravail, Train Out Pain, Ludington Pier House Motel, Three Toes Threadworks, Local Lines, iSSi pedals, Boeshield, Skratch Labs, Jamie Geysbeek Photography and Rob Meendering Photography.

Photos of the course on our Flickr photo site. Video of last year’s race on our YouTube site.

2019 Michigan Coast-to-Coast Gravel Grinder Information

Date: June 22, 2019

Start: Pointe Au Gres Marina & Campground on Lake Huron

Finish: Ludington on Lake Michigan (21-hour cut-off)

Distance: 210 miles

Prizes: cash, gear and trophies for overall men and women. Gear, gift cards, trophies for age groups, fatbike, single speed and tandem.

More info: micoasttocoast.com and facebook.com/micoasttocoast

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After a successful debut in 2018, the Auburn Dirt Fondo returns on May 11, 2019 for a second dose of challenging Sierra foothills dirt and gravel roads decorated with spring wildflowers and waterfalls.

Participants will tackle a 76-mile pedal through the Sierra foothills with about 8700 feet of climbing and two-thirds unpaved miles.

The 2019 Auburn Dirt Fondo offers 76 miles of dirt, gravel, trails and pavement. It’s 2/3 offroad, with 8700 feet of climbing.

This year, participants will both suffer and enjoy the ride knowing it’s in part to benefit victims of the Camp Fire that ravaged Paradise, California

Kenny Burt, who started the mixed terrain ride last year, said, “With the devastating wildfires close by, I couldn’t imagine how brutal losing everything could be, so I had to do something!”

As a fundraising event, the 2019 Auburn Dirt Fondo’s entry fees have increased over the inaugural year, although pre-registrations are currently $10 off. The ride starts and ends at Moonraker Brewing Co. in Auburn. Participants get a pint glass, post-race meal, one beer and a Jakroo t-shirt.

Burt hopes to raise at least $5,000 to $10,000 for the victims.

Not sure what type of tires, gears or bike to bring to the party? The event founder advises, “With tires, comfort is king in my book, but you could easily get away with a 34-37mm speedy tire.” Burt, who works for WTB, says his favorite is the WTB Resolute 42.

The 2019 Auburn Dirt Fondo promises views, brews, and benefits for the tragedy-struck. photo: courtesy

As for gearing, Burt reports that there are only a few really steep sections on course, but says, “In general there’s a lot of climbing, so 1:1 would be pretty nice.”

Registration is through USA Cycling, and pre-registration closes on 5/9/2019.

More info on the event’s Facebook page and on USA Cycling.

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Horse builds a handful of production lines and also works with customers on made-to-order projects. Perego’s do-it-all frame is the former, an Urban Assault Cyclocross frame, with stock sizing and Horse Brand’s SRAM Rival build kit.

We took a closer look at Perego’s bike after the Barry-Roubaix gravel race.

[caption id="attachment_134218" align="aligncenter" width="1140"] Nikola Perego’s Horse Gravel Bike, 2019 Barry-Roubaix. © B. Grant / Cyclocross Magazine[/caption]

The Urban Assault is a stock sized cantilever frame made of True Temper OX Platinum tubing, with Paragon Machine Works hardware and a paint-matched ENVE fork rounding out the Made in America package.

[caption id="attachment_134209" align="aligncenter" width="1140"] Horse Brand builds its frames in Brooklyn, NY. Nikola Perego’s Horse Gravel Bike, 2019 Barry-Roubaix. © B. Grant / Cyclocross Magazine[/caption]

In the time since Perego’s frame was built, however, True Temper has ceased the production of bicycle tubing. To fill the void, Callahan has substituted a mix of Columbus and Veri-Wall pipes on current production frames.

The Urban Assault includes a paint matched ENVE cantilever fork with a straight 1 ⅛” steerer tube, which turns in an FSA external cup headset.

[caption id="attachment_134212" align="aligncenter" width="1140"] Perego’s bike featured a Deda alloy handlebar. Nikola Perego’s Horse Gravel Bike, 2019 Barry-Roubaix. © B. Grant / Cyclocross Magazine[/caption]

The build features SRAM Rival 10-speed components and cantilever brakes from Avid. To suit Perego’s do-it-all request, the solid forged Rival crankset features 50/34t chain rings to provide a road appropriate gear spread. SRAM Rival derailleurs were present front and rear, with a braze-on front derailleur mounted with help of an adapter.

Curiously, the rear derailleur was a short cage, which limits the use of wider cassettes, meaning Perego ran an 11-28t.

[caption id="attachment_134215" align="aligncenter" width="1140"] Perego wanted a bike to do it all, and SRAM 50/34 chainrings provide an effective gear on both road and gravel. Nikola Perego’s Horse Gravel Bike, 2019 Barry-Roubaix. © B. Grant / Cyclocross Magazine[/caption]

Further adding utility are Shimano T421 Click’r pedals, which combine a platform pedal with a light action SPD mechanism.

[caption id="attachment_134203" align="aligncenter" width="1140"] Shimano Click’r pedals provide the utility of a platform pedal as well as the option to clip in. Nikola Perego’s Horse Gravel Bike, 2019 Barry-Roubaix. © B. Grant / Cyclocross Magazine[/caption]

Perego’s bike rolled through Barry County on 32-spoke Alex Rims wheels with Panaracer GravelKing 32mm tires, which Perego said worked well in Michigan’s dusty conditions.

[caption id="attachment_134208" align="aligncenter" width="600"] The Urban Assault had room to go bigger in the event a 32mm Panaracer GravelKing is not enough. Nikola Perego’s Horse Gravel Bike, 2019 Barry-Roubaix. © B. Grant / Cyclocross Magazine[/caption]

Stopping was a rim brake affair, with Avid Shorty 4 cantilever brakes front and rear.

[caption id="attachment_134204" align="aligncenter" width="1140"] Perego kept it in the SRAM family, opting for Avid Shorty 4 cantilever brakes. Nikola Perego’s Horse Gravel Bike, 2019 Barry-Roubaix. © B. Grant / Cyclocross Magazine[/caption]

The cockpit components were a mixed bag, with a Deda Zero1 RHM handlebar wrapped with black cork tape mounted on a Dimension alloy stem. Perego’s black Brooks B 17 saddle was mounted to an Easton alloy seatpost. To cover hydration, Perego brought two bottles in mismatched cages, with a Bontrager RL cage on the seat tube and an alloy wire cage on the down tube.

[caption id="attachment_134211" align="aligncenter" width="1140"] Perego chose a Brooks B 17 leather saddle for his build. Nikola Perego’s Horse Gravel Bike, 2019 Barry-Roubaix. © B. Grant / Cyclocross Magazine[/caption]

For more on Perego’s Horse bike, see the photo gallery and specs below.

Photo Gallery: Nikola Perego’s Horse Urban Assault Gravel Bike

Nikola Perego’s Horse Gravel Bike, 2019 Barry-Roubaix. © B. Grant / Cyclocross Magazine

The post Gravel Bike: Giddy Up! for Nikola Perego’s Barry-Roubaix Horse Urban Assault CX Bike appeared first on Cyclocross Magazine - Cyclocross and Gravel News, Races, Bikes, Media.

One such example is this Alter Cycles frame we spotted at the Barry Roubaix Gravel Race.

[caption id="attachment_134189" align="aligncenter" width="1140"] Steve Westdorp’s Alter Cycles Gravel Bike, 2019 Barry-Roubaix. © B. Grant / Cyclocross Magazine[/caption]

Made locally in Grand Haven, MI and designed by Rick Vaughn, one of the minds behind the Slingshot mountain bike in the 1990s, the frame features a radical departure from convention and replaces the down tube with a rider-tuned leaf spring.

[caption id="attachment_134198" align="aligncenter" width="1140"] The down tube spring does eliminate a mounting point for bottles. Steve Westdorp’s Alter Cycles Gravel Bike, 2019 Barry-Roubaix. © B. Grant / Cyclocross Magazine[/caption]

The spring tube is made using HS90 steel and comes in three tunings selected based on rider weight. The rest of the frame is aluminum and features a specially shaped top tube to encourage vertical flex in the frame, which is intended to both enhance rider comfort and aid in propulsion by storing and releasing energy from pedaling.

[caption id="attachment_134197" align="aligncenter" width="1140"] Alter produces three down tube springs for various rider weights. Steve Westdorp’s Alter Cycles Gravel Bike, 2019 Barry-Roubaix. © B. Grant / Cyclocross Magazine[/caption]

This particular bike was a demo provided to local rider Steve Westdorp and as such, was built in an economical configuration. Shifting was handled by Shimano Tiagra 4600 shifters and derailleurs, which moved the chain over an 11-32t cassette. Up front the bike was equipped with an FSA Gossamer 50/34t crankset. Power was applied with Shimano XT PD-M8020 trail pedals.

[caption id="attachment_134190" align="aligncenter" width="1140"] Intended for commuting, the Alter Cycles bike featured a 50/34t crankset. Steve Westdorp’s Alter Cycles Gravel Bike, 2019 Barry-Roubaix. © B. Grant / Cyclocross Magazine[/caption]

The frame is disc specific and was equipped with TRP Spyre cable-actuated brakes.

[caption id="attachment_134193" align="aligncenter" width="1140"] Shimano Tiagra has no hydraulic option, so the bike was equipped with TRP Spyre cable actuated brakes. Steve Westdorp’s Alter Cycles Gravel Bike, 2019 Barry-Roubaix. © B. Grant / Cyclocross Magazine[/caption]

Rolling stock consisted of unmarked alloy wheels with Arisun Dual Action tires in 700c x 32mm. Unsurprisingly for a demo bike, the remaining components were largely unmarked OEM pieces, with the exception of a Salsa Cowbell handlebar.

[caption id="attachment_134196" align="aligncenter" width="1140"] Arisun Dual Action tires feature a smooth center line and more aggressive shoulder lugs. Steve Westdorp’s Alter Cycles Gravel Bike, 2019 Barry-Roubaix. © B. Grant / Cyclocross Magazine[/caption]

While this particular frame is intended as a commuter bike, Westdorp has used it in a handful of local gravel events and had praise for its performance at Barry Roubaix. “I think it could be an amazing gravel bike,” he told Cyclocross Magazine.

We will be keeping our eyes out for more of the unique bikes at future Michigan events like the Coast to Coast Gravel Grinder.

For more on Westdorp’s bike, see the photo gallery and specs below.

Photo Gallery: Steve Westdorp’s Alter Cycle Gravel Bike

Alter Cycles Gravel Bike, 2019 Barry-Roubaix. © B. Grant / Cyclocross Magazine

The post Gravel Bike: Steve Westdorp’s Barry-Roubaix Rider-Tuned Alter Cycles Bike appeared first on Cyclocross Magazine - Cyclocross and Gravel News, Races, Bikes, Media.

If maximizing your watts or minimizing maintenance are your goals, at any cost, Ceramicspeed has got a new oversized pulley and rear derailleur cage system for you.

The company was displaying its new OSPW X cage and pulley system for Shimano’s RX800/805 clutch-based derailleurs that are popular for gravel and cyclocross.

The company claims the system reduces rear derailleur friction by 35-40%, which translates to about two watts. As mentioned, those watts come at a cost, with the new OSPW X system starting at $519.

If you’ve gotta have everything, this might be for you. Ceramicspeed offers a new OSPW X cage and pulley for the RX800 and RX805 derailleurs. It features 13-tooth top and 19-tooth bottom pulleys, and is said to reduce friction by up 40%, or save you 2 watts. But it’ll cost you. $519 for the “standard” ceramic bearings, or $619 for coated bearings. 2019 Sea Otter Classic. © A. Yee / Cyclocross Magazine

The ceramic bearings and oversized pulleys (19-tooth bottom pulley, 13-tooth top pulley) are also supposed to reduce maintenance by eliminating regular lubrication or replacements and last 3-4 times longer than the stock pulleys.

Installation takes 10-15 minutes and involves removing the clutch cover of the RX800 or RX805 rear derailleur. There are four different spring tension options so that you can optimize the chain management to your liking.

Those “free watts” will certainly cost you though. The company offers the OSPW X with standard ceramic bearings for $519, with a four-year warranty, or with coated ceramic bearings for $619 with a six-year warranty.

The company also offers other options for different derailleurs.

Ceramicspeed says the oversized pulley and bearings are designed for cyclocross and gravel, greatly outlast the standard pulleys and are warrantied for 4 years, or 6 years if you upgrade to coated bearings. 2019 Sea Otter Classic. © A. Yee / Cyclocross Magazine

Need more watts for your big (dry) gravel race? The company showcased the OSPW X system on a gravel bike with its pre-coated UFO (Ultrafast) Racing Chain.

The chain comes treated with the company’s proprietary wax blend and is said to last up to 370 miles. After it wears off, you can apply the company’s UFO Drip lubricant to maintain some of the friction-fighting properties.

Ceramicspeed was also showing off its Ultrafast Racing Chains. The pre-coated chains are not for muddy conditions but could be used for dry gravel. They’re said to save 4-5 watts and last for 370 miles before you need to add the company’s UFO Drip coating. 2019 Sea Otter Classic. © A. Yee / Cyclocross Magazine

The chains, which start at $140, are said claim to save you 4-5 watts compared to a typical oil-lubricated chain.

The treated chains won’t be an advantage when conditions get sloppy, however, as the treatment isn’t designed for muddy or wet conditions.

More info: ceramicspeed.com

All of our coverage of new bikes and products is available in our 2019 Sea Otter Classic archive.

The post Ceramicspeed OSPW X Cage and Pulley for Shimano RX, UFO Coated Chain – 2019 Sea Otter Classic appeared first on Cyclocross Magazine - Cyclocross and Gravel News, Races, Bikes, Media.

After a few friendly gravel races against buddy and teammate Michael van den Ham, Craig Richey decided to head south to the Flint Hills of Kansas for the biggest gravel race of them all. Before leaving British Columbia, he Macgyvered his own aero bars on his Devinci Hatchet, made a plan and was ready to go.

The aero bars were dope, but the real key there was “made a plan.”

Richey made his aero bars by attaching mountain bike bar ends to BarYak’s Expedition Bar Rails. Craig Richey’s 2018 Dirty Kanza 200 Devinci Hatchet. © Z. Schuster / Cyclocross Magazine

Richey’s approach worked. He finished seventh on the hot June Kansas afternoon, even though, as he tells it, he did not necessarily have top 10 strength.

“I finished seventh overall while balancing family commitments and a career as the Director of Marketing for Race Face and Easton Cycling,” Richey said. “I’m definitely not a ‘pro’ nor do I have the time to train like one, and I was definitely not the 7th strongest rider that day—probably more like 15th—but I raced smart and had a plan.”

Richey, center, finished 7th in the 2019 DK200. 2018 Dirty Kanza 200. © Z. Schuster / Cyclocross Magazine

At Sea Otter, the most common questions Richey heard were related to how to be successful at the Dirty Kanza. Richey sat down and put together 20 tips to help you get the most out of your Dirty Kanza experience.

Even if you were not lucky enough to make the lottery for 2019, his advice is worth bookmarking if you choose to give it a go down the road.

Craig Richey’s 20 Tips for DK200 Success

Training

1. Get a coach, ideally one that understands that you have other life commitments and cannot dedicate 100% of your time to training.

2. Experiment with different food and drinks while out training. Find what sits well with your stomach because you are going to eat and drink a lot of it during DK.

3. Practice eating while riding gravel and practice eating a lot so your body gets used to absorbing nutrition while out on a ride.

4. Threshold is key for the race. I ended up spending a lot of time during the first 100 miles at 250-300 watts, and that needs to be comfortable. In preparation, I did a lot of long climbs at threshold.

5. You don’t need to do 200-mile training rides. I did one key seven-hour hard ride and a few hard five-hour rides as training. Everything else was shorter rides I could fit in around work.

Equipment

6. Get a gravel bike. A ’cross bike is not a gravel bike. A gravel bike has a lower BB and is generally more stable, which is key when you’re really messed up.

7. Ride a double. I used an Easton 47/32t double with an 11-32t cassette. I rode in a pack for the first 110 miles, mostly letting others dictate the pace, and therefore I was happy I had tighter jumps between gears and could spin at a comfortable cadence.

8. Ride big 38 or 40mm tires with as good a puncture protection as you can find. I also rode narrower 19mm internal rims, which I felt protected the tire sidewall better than my favourite 24mm internal rims I normally use for gravel.

Richey rode a gravel bike with wide tires and a double crank. Craig Richey’s 2018 Dirty Kanza 200 Devinci Hatchet. © Z. Schuster / Cyclocross Magazine

9. Wear mountain bike shoes. There was a short muddy run last year and everyone with road shoes lost time there.

Race Day

10. Pack your feed zone kits the night before and deliver them to your support person, plus open your bar wrappers before putting them in your bag so they are easier to eat while racing.

11. Eat a big breakfast on race day. The pace starts out pretty easy, so don’t worry about your normal pre-race portions or timing.

Race Strategy

12. The first key to success at DK is to not flat. So ride not to flat. Ride where it is smoother, take it easy on descents and avoid riding through tall grass that might be hiding rocks. Some riders said they had bad luck with flats, but in most instances, it is the riders fault they flatted.

13. The second key is to relax. All breaks, attacks and moves happen in slow motion compared to a road race. If something is happening, don’t stress and punch it hard to quickly close, as someone else will probably do that for you and you can follow. Don’t risk a questionable line or pass to make the move, it’s too risky for flats.

14. For the first half, be a follower not a leader. Don’t waste energy fighting through the pack to be close to the front, stop to pee when others do.

15. For the second half go deeper than you ever have. I bonked at 110 miles and got dropped from the lead group. After that, I was talking to trees and could barely hold a wheel at 150 watts. Then I surprisingly rallied and rode the last 30 miles strong.

16. Always Be Crushing (Food and Drinks)

17. Make friends. Riding solo sucks late in the race so find friends and try to stick with them. I waited for another rider after the final feed zone so I wouldn’t have to ride solo.

18. The feed zones are big and crazy, so have a plan and do it quick. A lot of riders lost key groups or had to chase really hard because they were too slow in the first or second feed zone.

The first step in a good pit stop is finding your pit crew, which was easier said than done at times. 2018 Dirty Kanza 200. © Z. Schuster / Cyclocross Magazine

After the race

19. Accept that you’re going to be messed up physically, but you can still continue on with your life. The day after DK last year I went to the FOX Live Valve launch in Asheville to ride with media, and while I didn’t feel good, I was still able to function.

20. You probably won’t feel good racing for at least a few weeks. ProTour riders recover quickly, normal people don’t. I did a marathon MTB race two weeks after DK, and it was rough. I think it is reasonable to plan on a month until you feel race fast on a bike again.

The post Training Tuesday: Craig Richey’s Advice to Get a Top 10 at the Dirty Kanza (Maybe) appeared first on Cyclocross Magazine - Cyclocross and Gravel News, Races, Bikes, Media.

Ontario’s Paris to Ancaster gravel race dates back to the 1990s, but on Saturday, the race had perhaps its strongest field ever.

On the Men’s side, several professional teams, including Floyd’s Pro Cycling, X-Speed United and CCB – Siclari sent teams to the race, and the Women’s field was filled with cyclocross and mountain bike standouts, including Rebecca Fahringer (Kona – Maxxis – Shimano), Jenn Jackson (AWI Racing) and Ruby West (Specialized).

Needless to say, the 70km races from the city of Paris east to Ancaster were quite fast this year.

Jackson took the Open Women’s win with an average speed of 33.8 km/hr, with Fahringer taking second and Susan Palmer-Komar (Wheels of Bloor – Autostyle Collision) third. West and Natasha Elliott (Trek / Hyperthreads Racing) rounded out the top five.

Jenn Jackson took the Women’s win. 2019 Paris to Ancaster. © Rob Jones

In the Open Men’s race, Peter Disera (Norco Factory Team) got the win ahead of William Elliott (X-Speed) and Lane Maher (CCB Siclari). The top 3 rode at a clip just a shade under 35 km/hr. Curtis White (Cannondale p/b CyclocrossWorld) took fourth and Michael van den Ham (Easton Overland Gravel Team) fifth.

Top 100 overall results for the 70 km races are below.

Open Women Top 100: 2019 Paris to Ancaster Gravel Race

Open Men Top 100: 2019 Paris to Ancaster Gravel Race

The post Gravel Race: 2019 Paris to Ancaster in Ontario Brings Out the Pros, Fast Racing appeared first on Cyclocross Magazine - Cyclocross and Gravel News, Races, Bikes, Media.

For the most part at Sea Otter during the past few years, “Mixed Surface” has meant gravel. And yes, one of Felt’s new bikes is a gravel bike. However, the company also has an updated model of its workhorse cyclocross bike, giving something for our #crossiscoming tendencies as well.

We take a look at the updated Fx cyclocross and Breed gravel bikes.

Fx | Advanced+ | Force Cx1

The 2019 Felt F1X returns in a 2020 model with a simple, white dress but more complicated name. It’s now called the Fx | Advanced+ | Force Cx1, complete with the pipes.

[caption id="attachment_134396" align="aligncenter" width="1269"] The 2020 Felt Fx | Advanced+ | Force Cx1 cyclocross bike features in white is similar to the white frame Wout van Aert used, but with red and blue accents. The company offers its flagship lighter FRD frame with UHC Ultimate and TeXtreme carbon as a frameset only. 2019 Sea Otter Classic. © A. Yee / Cyclocross Magazine[/caption]

While the name changed, the materials have not. Felt’s top-of-the-line complete bike pairs a UHC Advanced and TeXtreme-enhanced carbon fiber frame with the UHC and TeXtreme carbon cyclocross fork. The pairing of the Advanced and Ultimate materials forms the Advanced+ designation.

Felt will have three carbon cyclocross bikes, the top two with the Advanced+ frameset, while the most affordable model loses the plus sign by swapping the UHC Ultimate and TeXtreme carbon fork for a UHC Advanced and TeXtreme fork.

[caption id="attachment_134391" align="aligncenter" width="1140"] Still developed in California after the acquisition by Rossignol. 2020 Felt Fx | Advanced+ | Force Cx1 cyclocross bike. 2019 Sea Otter Classic. © A. Yee / Cyclocross Magazine[/caption]

Fx | Advanced+ | Force Cx1, as the name suggests, features SRAM Force 1 components. The updated bike features a white paint job similar to the bike that Wout van Aert rode and we profiled in 2017, but instead of world championship color accents, it features a more American-centric red and blue color scheme.

[caption id="attachment_134392" align="aligncenter" width="1140"] An American color scheme on 2020 Felt Fx | Advanced+ | Force Cx1 cyclocross bike. 2019 Sea Otter Classic. © A. Yee / Cyclocross Magazine[/caption]

The Fx | Advanced+ | Force Cx1 is designed to be a dedicated cyclocross race bike, not your do-it-all gravel machine with big tires and huge wide-range cassette. It officially has clearance for 36mm tires and pairs a 38t or 40t X-Sync ring with an 11-36t cassette out back.

[caption id="attachment_134390" align="aligncenter" width="1209"] Felt’s updated Fx cyclocross bike has clearance for 36mm tires max. 2020 Felt Fx | Advanced+ | Force Cx1 cyclocross bike. 2019 Sea Otter Classic. © A. Yee / Cyclocross Magazine[/caption]

Just like Wout’s former bike, the Fx | Advanced+ | Force Cx1 has a full suite of SRAM/Zipp components. The Fx | Advanced+ | Force Cx1 features Zipp’s Service Course SL stem, Service Course SL-70 short reach handlebar and the designed-to-be-flexy Service Course SL carbon post.

[caption id="attachment_134399" align="aligncenter" width="1140"] The alloy Zipp Service Course SL stem handles steering. 2020 Felt Fx | Advanced+ | Force Cx1 cyclocross bike. 2019 Sea Otter Classic. © A. Yee / Cyclocross Magazine[/caption]

The company continues to offer its flagship F FRD X frame that features its UHC Ultimate and TeXtreme carbon, only it’s now renamed the Fx FRD | Ultimate. It’s the company’s lightest cyclocross frameset, as you might expect.

Without a scale or microscope, you can’t tell the difference between any of the frames because they all share the same shape and geometry.

Felt doesn’t have pricing yet on this 202
0 model. It should have details on the other cyclocross models later in May.

[caption id="attachment_134397" align="aligncenter" width="1140"] Felt’s updated cyclocross bike has Zipp 30 Course wheels and Schwalbe X-One tubeless tires. 2020 Felt Fx | Advanced+ | Force Cx1 cyclocross bike. 2019 Sea Otter Classic. © A. Yee / Cyclocross Magazine[/caption]

Breed Gravel Bike

Felt offers two other Mixed Surface models in the Broam and the Breed. The Broam is the company’s adventure bike, built for long days, touring and even bikepacking.

The Breed is now the company’s gravel bike, although years ago before the gravel trend, Felt used the name for its singlespeed cyclocross bike.

[caption id="attachment_134409" align="aligncenter" width="1255"] The 2020 Felt Breed Force 1 gravel bike is ready to party with new Terreno treads and a new confetti-like paint scheme. 2019 Sea Otter Classic. © A. Yee / Cyclocross Magazine[/caption]

The Breed looks to be a versatile do-it-all machine with a plethora of mounts, lots of tire clearance and racey geometry with short 42cm chainstays and low 7.2cm bottom bracket drop.

[caption id="attachment_134415" align="aligncenter" width="1140"] With the Felt Breed, there’s no excuse for leaving home without something. Everywhere you look, there are mounts, enough to carry the kitchen sink. The 2020 Felt Breed Force 1 gravel bike. 2019 Sea Otter Classic. © A. Yee / Cyclocross Magazine[/caption]

In 2019, the Breed came with both 1x and 2x drivetrain options, with a SRAM Force 1 drivetrain and a Shimano 105 R7000 model.

For 2020, both models go 1x. We got an early preview of the updated Breed 20, now called the Breed | 20.

[caption id="attachment_134411" align="aligncenter" width="1140"] Praxis Works Zayante 1x Direct Mount crankset carries over from 2019. The 2020 Felt Breed Force 1 gravel bike. 2019 Sea Otter Classic. © A. Yee / Cyclocross Magazine[/caption]

The bike pairs a SRAM Force 1 shifters and derailleurs with an Apex 11-42t cassette and Praxis Zayante Direct Mount crankset. For 2020, Felt opts for a bit more knobs, eschewing the smooth WTB Byway 47mm rubber for the fish scale-like Vittoria Terreno Dry tread.

[caption id="attachment_134408" align="aligncenter" width="1000"] The 2020 Felt Breed Force 1 gravel bike swapped WTB Byway tires for a few more knobs on the Vittoria Terreno Dry rubber. 2019 Sea Otter Classic. © A. Yee / Cyclocross Magazine[/caption]

Cockpit and wheel duties are handled by the company’s Devox house brand. The 650b wheels are tubeless ready.

[caption id="attachment_134405" align="aligncenter" width="1194"] The 2020 Felt Breed gravel bike pairs Force 1 with a bit of flare from the house brand Devox Gravel Race SL bar. 2019 Sea Otter Classic. © A. Yee / Cyclocross Magazine[/caption]

The frame features mounts for just about anything. Everywhere you look there’s a mount, including at the seat clamp. The Felt-designed clamp features an integrated rack mount.

[caption id="attachment_134407" align="aligncenter" width="1140"] The proprietary seat clamp on the Felt is a clean, creative way to add rack mounts. The 2020 Felt Breed Force 1 gravel bike. 2019 Sea Otter Classic. © A. Yee / Cyclocross Magazine[/caption]

While the carbon cyclocross models are built around a 386 EVO bottom bracket shell, the alloy Breed models use a T47 threaded shell. Nicely sculpted chainstays offer clearance for up to 650b x 2″ or 700c x 45mm rubber.

[caption id="attachment_134402" align="aligncenter" width="1237"] The carbon fork on the 2020 Felt Breed Force 1 gravel bike features plenty of clearance, plus a fender mount. 2019 Sea Otter Classic. © A. Yee / Cyclocross Magazine[/caption]

The model got a paint update too, with white remaining the year’s theme. The frame gets some colorful confetti-like accents, helping you bring the party to your next gravel ride.

For a closer look at the Fx | Advanced+ | Force Cx1 and Breed | 20, see the photo gallery below.

All of our coverage of new bikes and products is available in our 2019 Sea Otter Classic archive.

Photo Gallery: Felt Mixed Surface Cyclocross and Gravel Bikes

The 2020 Felt Fx | Advanced+ | Force Cx1 cyclocross bike features in white is similar to the white frame Wout van Aert used, but with red and blue accents. The company offers its flagship lighter FRD frame with UHC Extreme carbon as a frameset only. 2019 Sea Otter Classic. © A. Yee / Cyclocross Magazine

The post Felt’s Updated Mixed Surface Cyclocross and Gravel Bikes – 2019 Sea Otter Classic appeared first on Cyclocross Magazine - Cyclocross and Gravel News, Races, Bikes, Media.

One fun part of covering gravel racing for us is getting to see what the discipline looks like across the country and world. We’ve covered races from Florida to Oklahoma to Utah and from Ontario to Switzerland just this year, getting to see the unique twists folks throw in to keep gravel weird.

Recently, something from a race in New York caught our eye.

We spotted a neutral support moto following the lead group of Curtis White, Jeremy Powers and Anthony Clark at the Prattsburgh Gravel Classic a few weeks back. Putting the photo up on our Instagram page sparked some good discussion.

One of the things that is interesting about gravel is its a dynamic, growing discipline. Races typically started as a small group of gravel enthusiasts wanting to share their local roads with others, and their growth from there has taken different shapes. For example, winning the Dirty Kanza can be a career-changing event, while some races start and finish at local bars and do not even have results.

Last year, we took the pulse of our readers on rules in gravel cycling and found a majority of respondents were interested in the current status quo or even fewer or no rules for gravel races.

Against that backdrop and the limited-support or self-supported nature, races often codify in their small rulebooks, the presence of neutral support for a gravel race was definitely interesting.

The Prattsburg Gravel Classic is part of the three-race Durty Bikes Gravel Series located in Upstate New York. Each of the races is between 40-45 miles long, making them shorter than the common 100-mile distance or the 150-200 miles of a Gravel Worlds or Dirty Kanza 200.

Interestingly enough, the neutral support provided by New York’s Bike Loft East ended up playing a role in the first two races of the series. At the Ossian Giant Gravel Grinder and the Prattsburgh Gravel Classic, the Women’s winners came back to win after getting help from neutral support.

To learn more about the Durty Bikes neutral support, we reached out to series director Tony Sylor.

Cyclocross Magazine: Why did you decide to use neutral support?

Tony Sylor: I have put on races with Bike Loft East Neutral Support for years in multiple formats. They work the pits at our crits, have done road races we hold and run support for our fondos. They also do support for local ’cross and triathlons.

I chose to use them for gravel because like in all formats it gives our racers a professional feel and makes sure they can finish the race. Although we currently have pros racing, our events are amateur events, and there is nothing worse than paying an entry fee, training, making time to travel and be away from your family only to be knocked out of a race for a mechanical or flat.

These also happen a lot in gravel so the added support keeps riders going so they never feel like they wasted their time and money.

CXM: How many motos are on the course? Do they only follow the leaders?

TS: For these races, we have two motos and a four-wheeler. They are equipped with wheels and full bikes with a wide range of setups. The motos float a bit, but their primary job is to keep leaders in contention. Once the leaders have finished, they go back on course and see if they can help other riders.

Because of this dynamic riders still need to be self-supported, as there is no way to have a moto on every group throughout the race at all times. We make this clear to riders ahead of time.

CXM: What has the response been from racers? 

TS: Racers love it. The Bike Loft East guys are highly trained pros and are an important part and well-respected members of our regional race community. In the last two races alone, the women’s winners have needed their support to stay in the race, and over the years we have had many people benefit from it.

In addition to their work during the race, they often fix bikes and make adjustments for riders before the races start. The racers appreciate their help not just with mechanical issues but with safety and support on course. It also gives me as a race director three extra very experienced people at my events who help me with a multitude of things beyond changing flats and fixing chains.

CXM: Do you think such an approach could work for 100, 150, 200-mile races?

TS: I don’t know. These aren’t the type of gravel events we host so I am not sure if neutral support is right for them. I know in these longer events part of the racing is about being self-supported, and that’s cool. The longer distances also allow riders time to fix something and race back in a way that shorter events don’t.

Our events are 35-55 miles and part of a three-race series. For a rider to get a mechanical, fix it and race back is nearly impossible. Instead, it knocks them out of the race and the series competition.

We also run our formats similar to road racing with the goal of creating spring classics for amateurs. This brings ’cross and road racers together on neutral ground (no pun intended) to race a different style event. These athletes are the ones who are typically at the front of those races and benefit from neutral support.

However, the courses still provide a challenging and interesting course for racers and riders of all levels in a way traditional road racing does not, giving those riders the adventure they seek on the bike. For us it’s a good balance and Bike Loft East Neutral Support is a vital part of that balance.

CXM: Very interesting. Thank you for taking the time to share your thoughts.

TS: You bet. Thank you.

For more on the topic, Sylor and Jeremy Clay from Bike Loft East recorded an in-depth discussion on neutral support and gravel.

Have thoughts on neutral support for gravel racing? Feel free to chime in in the comments and answer our poll below.

Poll!

The post Could Neutral Support Be Coming to a Gravel Event Near You? One Gravel Series is Trying It Out appeared first on Cyclocross Magazine - Cyclocross and Gravel News, Races, Bikes, Media.

The company offers a steel Flaanimal bike and a carbon Traildonkey. It’s on iteration 4.1 for the Flaanimal and 3.0 for the Traildonkey.

The Traildonkey caught our eyes a few years back, and again in 2018 at Sea Otter, when SRAM had an aero-bar-equipped Traildonkey 2.0 that was ready to upset Geoff Kabush at Dirty Kanza.

[caption id="attachment_119193" align="aligncenter" width="1140"] Last year, we saw the Traildonkey 2.0 with aero bars. Rodeo Labs’ Traildonkey 2.0, 2018 Sea Otter Classic. © Cyclocross Magazine[/caption]

The company has since revamped that bike with increased tire clearance, more mounts and a 250-pound rider limit while keeping the geometry the same in creating the Traildonkey 3.0.

[caption id="attachment_134465" align="aligncenter" width="1200"] Rodeo Labs Trail Donkey 3.0 with a dropper post and TRP Hylex / Shimano Di2. 2019 Sea Otter Classic. © Cyclocross Magazine[/caption]

The company developed the $2,650 Traildonkey 3.0 frameset with the pipedream of “What if there were no bike categories” in mind, and so it’s intended to be a do-everything, category-busting bike.

With that in mind, the frame pairs a longish 43.5cm chainstay with a tallish 6.5cm bottom bracket drop and shorter stack heights. The hope is to provide a stable platform for bikepacking, pedal and toe clearance and versatility in fit.

[caption id="attachment_134458" align="aligncenter" width="1140"] Toray T800 carbon and a beefy head tube junction make for a 1200g frame. Rodeo Labs Trail Donkey 3.0. 2019 Sea Otter Classic. © Cyclocross Magazine[/caption]

Sound like a compromise? The company isn’t afraid to admit to that, embracing the question “What if a bike was neither good nor bad at anything?”

[caption id="attachment_134459" align="aligncenter" width="1140"] The Spork 2.0 fork offers more mounts and tire clearance. Rodeo Labs Trail Donkey 3.0. 2019 Sea Otter Classic. © Cyclocross Magazine[/caption]

If a Traildonkey helped you clear some space taken up by the quiver, be sure to save some room for extra wheels and bars. To showcase the bike’s versatility, the company had a Traildonkey 3.0 on display with two wheelsets and two handlebars.

[caption id="attachment_134466" align="aligncenter" width="1200"] Rodeo Labs had a Trail Donkey 3.0 that was set up to quickly swap between 650b wheels and flat bars to 700c wheels and drop bars. 2019 Sea Otter Classic. © Cyclocross Magazine[/caption]

The idea was that a rider could quickly swap between a flat bar 650b setup to a drop bar with 700c wheels. The Shimano XT Di2 drivetrain paired with TRP Hylex brakes and Di2-enabled levers and quick-connect hydraulic hose couplers to make for clean, bleed-free swaps.

[caption id="attachment_134468" align="aligncenter" width="1276"] The Rodeo Labs Trail Donkey 3.0 setup for dual handlebars relied on TRP Di2-enabled Hylex shifters and hydraulic brakes. 2019 Sea Otter Classic. © Cyclocross Magazine[/caption]

The company has also taken its branding game to a new level through pairing with Rapha for a limited edition Traildonkey frame.

[caption id="attachment_134462" align="aligncenter" width="1140"] Rodeo Labs was showing off a Trail Donkey 3.0 Rapha edition. The pink color scheme and “ex duris gloria” (glory through suffering) on the chainstay will cost you a cool $200 extra. 2019 Sea Otter Classic. © Cyclocross Magazine[/caption]

The pink and black frameset adds a $200 premium but rewards you with a Rapha logo, “ex duris gloria” (glory through suffering) printed on the chainstay and if you’re an RCC member, you can proudly show off your RCC member number on the seat tube with an optional monogram.

The two companies are collaborating on just 25, so if you’re anxious to show that you care more about branding than categorization, don’t wait!

[caption id="attachment_134464" align="aligncenter" width="1140"] Rodeo Labs was showing off a Trail Donkey 3.0 Rapha edition. The pink color scheme and “ex duris gloria” (glory through suffering) on the chainstay will cost you a cool $200 extra. 2019 Sea Otter Classic. © Cyclocross Magazine[/caption]

Readers have asked about a Traildonkey review, but the company said, “We don’t do bike reviews.” Instead, the company plans a media event in Colorado to showcase their bikes and culture. Stay tuned.

For more on the Rodeo Traildonkey, see the photo gallery below.

More info: rodeo-labs.com

All of our coverage of new bikes and products is available in our 2019 Sea Otter Classic archive.

Photo Gallery: Rodeo Labs Traildonkey 3.0

Rodeo Labs Trail Donkey 3.0 with a dropper post and TRP Hylex / Shimano Di2. 2019 Sea Otter Classic. © Cyclocross Magazine

The post Buck that Gravel Bronco with the Rodeo Labs Traildonkey 3.0 – 2019 Sea Otter Classic appeared first on Cyclocross Magazine - Cyclocross and Gravel News, Races, Bikes, Media.

We take a look at a few of the new carbon models from Mavic, Irwin, ENVE and Reynolds that caught our eyes. [Also see our recent gravel tire round-up]

Use the Next button to scroll through each.

All of our coverage of new bikes and products is available in our 2019 Sea Otter Classic archive.

Mavic

We first saw Mavic’s Allroad line of wheels way back in 2015, when it was called the Ksyrium Pro Disc Allroad. Now the French brand (owned by an American private equity firm) has since revamped its Allroad line, adding width, carbon and dropping the Ksyrium name.

The new wheelset is called the Allroad Pro Carbon SL in 700c form. There’s also a 650b version called the Allroad Pro Carbon SL+.

Mavic’s new Allroad Pro Carbon SL (700c, left) and SL+ (650b, right) wheelsets. 2019 Sea Otter Classic. © A. Yee / Cyclocross Magazine

The new carbon rims are 23mm wide in 700c and 26mm wide in 650b. All wheels feature 24 steel bladed spokes. The hubs are compatible with QR, 12mm or 15mm thru-axles up front and 12mm TA or QR out back. The hubs are Centerlock only. An XD driver is also available aftermarket.

Mavic’s new Allroad Pro Carbon SL and SL+ wheelsets feature straight-pull bladed spokes and Centerlock hubs. 2019 Sea Otter Classic. © A. Yee / Cyclocross Magazine

The 700c SL wheels include Mavic’s 35mm Yksion Allroad tires and are said to be compatible with tires from 23mm to 62mm (2.44”) wide. The SL wheelset weighs a claimed 1,445g.

Mavic’s new Allroad Pro Carbon SL and SL+ wheelsets feature straight-pull bladed spokes and Centerlock hubs. 2019 Sea Otter Classic. © A. Yee / Cyclocross Magazine

The wider, smaller diameter SL+ is described as being compatible with 44mm to 60mm tires, a curiously narrower maximum and smaller range than the narrower 700c SL. The SL+ set weighs 1,550g.

Both wheelsets retail for $2,100, but only the SL includes tires.

Mavic’s new Allroad wheelsets have gone carbon with the Pro Carbon SL+ and SL wheelsets. The SL+ is 26mm wide, while the SL is 23mm wide (internal). 2019 Sea Otter Classic. © A. Yee / Cyclocross Magazine

More info: mavic.com (new wheels are not displayed as of this publishing date)

The post Sea Otter 2019: New Carbon Wheels from ENVE, Irwin, Mavic and Reynolds appeared first on Cyclocross Magazine - Cyclocross and Gravel News, Races, Bikes, Media.

We have been here before, but when you call your race “epic,” well, it better be worthy of an ancient Greek poet.

Last weekend, The Epic in Missouri challenged riders to 150 miles of gravel near Lake of the Ozarks. Before the race even started, it appeared set to live up the hype, with an impressive cast of gravel characters making the trip to the Show Me State for the race.

This year marked the fourth edition of The Epic. Like many races, it started with an idea and a desire to share beautiful gravel roads with the adventure-minded cycling community.

“The Epic was initially brainchild of Zack Lamb and myself in 2015 riding around and daydreaming,” race co-director Don Daly said. “The idea of showing the hills and the Lake of the Ozarks gravel roads to our gravel family was too much to resist.”

The first race took place in 2016, and The Epic now offers distances of 150, 90 and 50 miles (officially 151.3 and 89.5 and 49.3 miles this year). The 150-mile race is officially called the Epic Adventure and the 90-mile marquee race with payouts is the Epic Race.

Riders make their way over a bridge during The Epic. 2019 The Epic Gravel Race, Missouri. © Studio T Images

One-hundred-fifty miles is an impressive distance for any gravel race, but it is really pushing the distance for a late-April event (save an ultra-endurance race like Iowa Wind and Rock). The long distance is obviously a necessity for a race called The Epic, but it was also an intentional choice by the organizers.

“Our 150-mile course design is one that allows people to give their training a proverbial ‘oil check,’ if you will, for the longer races of the summer like the Dirty Kanza 200 and Gravel Worlds. We like to say if you can finish the Epic the others are a breeze,” Daly said.

The 150-mile race featured a total of 6,800 feet of climbing (3,900 feet for the 90-miler) and based on the topography, with the course winding out of and into the region’s valleys, the race is about half climbing and half descending. Of course, the former lasts much longer, so it is still a challenging afternoon.

The Ozark region is known to get some rain—sometimes a lot—but this year’s race saw conditions improve as the day went on. An early morning rain gave way to temperatures up near 80 in the afternoon when riders finished The Epic ride.

That said, Daly said the rain has wreaked some havoc with the race in the past.

“Topographically, we aren’t on a grid, we ride valleys and ridges so water drains to valleys like bikes descend into them. We did have to close the course in 2017 when we had 12 inches of rain within 12 hours. That rain would have closed any course in the country!”

Into the valley, through the valley, out of the valley, repeat. 2019 The Epic Gravel Race, Missouri. © Studio T Images

The Race

So far, we have talked about the 150-mile race, but on Saturday, the cash money distance was the 90-mile race. On the line for the top female and male were $1,000. The 150-mile winners took home a banjo with an engraved stand. There was also a $500 prize for the top Junior racer in the 50-mile distance.

The availability of the cash money distance and the Epic Distance created an interesting split in which event riders chose to enter. Some went for the miles, some opted for the 90-mile race.

The races both featured a QOM/KOM located near the end of each of the respective distances. “We located the 1-mile climb, aptly named By Dr. Scott Hofer, about 10 miles from the end of the 50, 90 and 150-mile races. Yes, we know what you’re thinking but it isn’t our steepest or longest hill and it’s a good place to attack! Our prize was a gold foil print the QOM and KOM with a course heat map and elevation printed on it.”

In the Women’s 90-mile race, Kae Takeshita took home another gravel win. Christina Birch took second and Jennifer Borst third. Barbara Mariani and Annette Triplett rounded out the wide-angle podium.

Ted King made the Missouri journey from Vermont and took home the Men’s 90-mile win. Brandon Melott took second and Scott Moninger finished third. Joseph Schmalz and Nate Kulbom rounded out the top five.

The 150-mile banjo winners were Venny Alub and Mat Stephens. Orion Child was the Junior winner in the 50-mile race.

Full results for the 90-mile Epic are below. Results for all races are also available.

Women's Results: 2019 The Epic 90-Mile

Men's Results: 2019 The Epic 90-Mile

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Northeast Vermont is a lovely place. Northeast Vermont in late April is a lovely, often muddy place.

When friends Heidi Myers and Anthony Moccia decided to start a gravel race in Vermont’s Northeast Kingdom in 2014, they knew exactly where the inspiration for the name would come from.

“Rasputitsa is Russian for ‘mud season,'” Myers said. “It was a time that was talked about a lot during World War II. When they were trying to move tanks and stuff on the battlefields.”

The 2019 edition of Rasputitsa lived up to its name. 2019 Rasputitsa Gravel Race, Vermont. © Nolan Myers

During its now six-year run, Rasputitsa the gravel race has lived up to its Russian name, with mud, snow and cold rain often being as much a part of the event as the festive after-party.

This year? It was no different.

“Officially, it was in the upper 30s, low 40s,” Myers said. “There was hail at the start. There was snow on the course. There was a downpour of rain. Pretty much all the shit you could possibly imagine. We don’t have a rain day. You get what you get.”

That Russia circa the 1940s carried through in how Myers described the conditions last Saturday. “If you were at the race this past weekend, the course pretty much felt like a battlefield. We probably had a little under 200 racers who did not finish, and we were picking them up at feed zones. They were cold and hypothermic. We had eight vehicles on course just picking up riders.”

The Three Cs

So, a mud march, possibly cold, possibly wet, probably both in late April sounds like a blast, doesn’t it?

Conditions aside—or perhaps because of the conditions—Rasputitsa and the team behind it are doing something right. The race started with a hair over 300 participants 6 years ago, and this year, registrations topped out at over 1,500.

As of mid-week, 600 people were already signed up for next year, even after, as we will see, a particularly brutal edition of the Vermont race.

Since its inception, Moccia and Myers have been guided by three principles they call the 3Cs: Cycling, Community and Charity.

Cycling is the easiest, and we will get to that in a bit.

Community is something you have to work to build. The sense of community that gravel fosters is an essential part of the discipline’s meteoric growth, but as we saw with another successful grassroots race in the Land Run 100, building and maintaining the sense of community takes a concerted effort.

In the case of Rasputitsa, it starts with the two founders and an impressive commitment to the race participants.

“Honestly, we have made a really big effort to know our racers by name,” Myers said. “I know this sounds ludicrous, but I’d say we can walk up to about half the people who attend and say ‘Hey Jen.’ We get to know them and get to know what they have going on in their lives.”

Another big part of growing the Rasputitsa community has been in encouraging the participation of women. If you scroll through the results of any of the gravel races we have covered, women’s participation is usually maybe 10-15% of the total number of participants.

Rasputitsa started that way but has grown since. “Over the past 6 years, we’ve grown our Women’s field from 10 percent to 21 percent this year. That we’ve done through pure encouragement,” Myers said.

Part of that encouragement is a non-race event called Bittersweet. “We run this little women’s event called Bittersweet, which combines pros and amateurs in a non-competitive way,” Myers described.

“Sometimes we make the pros do things out of their comfort levels. Like we have a Bittersweet event where there was skiing. You might be a professional cyclist, but you’ve never done Nordic skiing. We try to put everyone on the same level to make it encouraging. Those women’s events, it’s no rider left behind, and there’s a focus other than racing.”

Encouraging women’s participation is an essential part of Rasputitsa. 2019 Rasputitsa Gravel Race, Vermont. © Nolan Myers

Then there is charity. All of the money raised by Rasputitsa goes toward giving young women more opportunities to ride bikes via the Little Bellas organization.

Last year, the race donated $19,000 to Little Bellas. This year, organizers are hoping to do $21,000, in part via a raffle that is still open for entry.

A Northeast Kingdom Challenge

This year, Rasputitsa drew over 1,500 avid gravel enthusiasts as well as an impressive cast of professional racers from across the disciplines. One of those professionals summed up her experience rather succinctly.

“Lea Davison came across the finish line and was like, ‘That was the second hardest thing I’ve ever done in my life. The only thing harder was La Ruta [in Costa Rica],'” Myers recounted.

At first glance, Davison’s feelings might be a bit unexpected. Rasputitsa checked in at only 41 miles this year, which is quite a bit shorter than the usual 100 km or 100 miles we see as a starting distance for challenging events.

However, those 41 miles included 4,900 feet of climbing and roads that were at times impassible by bike. With temperatures staying in the 30s with rain and sleet coming down, Rasputitsa’s 41 miles were more than challenging enough.

“The challenge is the road conditions,” Myers said. “The washboard back roads are exhausting on your upper body this time of year. Mentally, just having to deal with the weather, I saw people out there who just broke down mentally.”

The conditions can be quite rough as Rasputitsa. 2019 Rasputitsa Gravel Race, Vermont. © Nolan Myers

The seasonal carnage is particularly focused in one section of road aptly named Cyberia. Myers described that particular corner of gravel cycling hell:

“Those roads are not maintained at all. They’re not plowed, they don’t lay sand, they’re not salted. They are unmaintained roads. There is extensive snow cover in there. If you look at the pictures, you can see people literally walking their bikes through. They’re unrideable.”

Cyberia was again unrideable in spots this year. 2019 Rasputitsa Gravel Race, Vermont. © Nolan Myers

Although we recently saw neutral support at a gravel race, gravel is by and large for those are self-supported and not faint at heart. Getting the right gear, being prepared and persevering are all part of the experience. Snow? Sleet? Hail? It’s all in the game.

The way Rasputitsa team sees it, all of that is part of the fun. Type 2 fun, probably, but still fun.

“A lot of calls cannot be made until the last minute,” Myers explained. “That adds fun and is a popular topic of conversation up until race day. What are people riding for tires? What bike choice? Am I going to bring my fat bike? Should I bring my cyclocross bike?”

If you are still not sold on traveling to northeast Vermont for a 40-mile gravel race, the event does come with a money back guarantee. Not hard enough for you? Rasputitsa will return your entry fee.

Thus far, everyone has gone home happy. “I’ve never heard anyone say, ‘Oh, I wish it was harder,'” Myers demurred.

“I wish it was harder” is not something you hear at Rasputitsa. 2019 Rasputitsa Gravel Race, Vermont. © Nolan Myers

The 2019 Race

With its location in New England, Rasputitsa is within driving distance for the talented roster of racers based in the region. Not surprisingly, it brings out some big names from across cyclocross, mountain biking, road and gravel. There were national champions of all levels from the U.S. and Canada, and, this year, even a world champion.

The week before the race, word dropped that Lars Boom would be racing Rasputitsa as his first-ever gravel race. Boom approached the organizers, and together, they worked out a way to get the 2008 cyclocross world champion to the start line.

However, before Boom came, Rasputitsa called some friends.

“We’re always a bit leery of having pros come because of the community feel, but we’re good friends with Tim Johnson and Jeremy Powers. We reached out to them and asked, ‘What do you think about this Lars Boom character?’ and they were like, ‘He’s a class act.’ And he truly truly was,” Myers said.

Lars Boom was a special guest at this year’s race. 2019 Rasputitsa Gravel Race, Vermont. © Nolan Myers

While Boom chipped in his rainbow-clad stature, other pros chipped in in other ways. Like many gravel races, Rasputitsa does not offer prize money—that goes to the Little Bellas—so Maghalie Rochette offered up her woodworking skills and built trophies for the top three women and men’s finishers.

The other thing on the line? Bragging rights. Alison Tetrick and Kevin Bouchard-Hall returned to defend their respective titles. Plenty of champions, including Boom, Rochette and many others, were ready to knock them off.

The Women’s win went to one of the youngest riders in the field in Canada’s Magdeleine Vallieres. Rochette finished second and Tetrick third. Tyler Cohen and Ellen Tarquinio rounded out the wide-angle podium.

For the Men, Raphel Auclair made it a Quebec sweep. Magnus Sheffield finished second and Bruno Langlois third, with Marc-Andre Fortier and Bouchard-Hall rounding out the wide-angle podium.

Top 100 results for the Women and Men’s races are below.

Women Top 100: 2019 Rasputitsa Gravel Race

Men Top 100: 2019 Rasputitsa Gravel Race

The post Gravel Race: Vermont’s Rasputitsa Celebrates Cycling, Community, Charity … And Mud appeared first on Cyclocross Magazine - Cyclocross and Gravel News, Races, Bikes, Media.

If you put together a checklist of the features you’d want in your dream do-it-all drop bar offroad bike, what would your list include?

Perhaps you’d want big tire clearance, up to 700c x 52mm, for the fattest gravel tires and a dual wheel size-friendly design.

Maybe you’d want adjustable geometry, with short 42.5 cm chainstays for cyclocross racing and road rides, and longer for bigger tires or longer days in the saddle.

Some would want easy chain tensioning for singlespeed escapades or SSCXWC ink chasing in Utah.

[caption id="attachment_134556" align="aligncenter" width="1140"] Chumba’s made-in-USA titanium Terlingua cyclocross / gravel bike is ready for almost anything, with little compromise. © A. Yee / Cyclocross Magazine[/caption]

Plop down big bucks for a dream frame, and you’d probably want it to be useful year round, not just during cyclocross or gravel season. Chumba realizes this, and designed its Terlingua titanium frameset with this in mind. It’s truly a do-it-all design that isn’t intended to be category specific but instead created for how many of us like to ride.

The Frame

Chumba prioritizes USA manufacturing, building its steel Terlingua itself in Austin, Texas, but contracts with a famous Tennessee builder for the titanium version.

Smaller brands typically don’t have the luxury of creating (and marketing) micro-discipline-specific bikes, and instead focus on creating, or marketing, a versatile bike that can handle a wide range of use. Chumba, with only one drop bar model, checks almost all the boxes.

Its Terlingua, which we first profiled at Sea Otter 2018, is designed to be the lone star of your bike quiver. We put the steel Terlingua through its paces a while back for our review, and now we’ve ridden its younger, more pricey sibling, the titanium Terlingua.

The titanium Terlingua shares the same geometry as its steel sibling we reviewed (56cm top tube, 38.8cm reach, 68mm bottom bracket drop, 71.5° head angle and 73.5° seat angle), but differs with its higher price, further east state of origin, lighter weight, and a machined chainstay plate. While the steel model features a traditional driveside chainstay that uses crimped steel tubing, the titanium Terlingua utilizes a thick machined titanium plate that helps ensure maximum tire, mud crankset and chainring clearance.

[caption id="attachment_134555" align="aligncenter" width="1140"] Chumba boasts great tire clearance (up to 700c x 50mm) and chainring clearance (46 1x, or 52t double ring) with a machined plate on the drive side chainstay. © A. Yee / Cyclocross Magazine[/caption]

The end result is that the titanium Terlingua’s chainstays, paired with the sliding dropouts, improves upon the steel Terlingua’s best-in-class tire clearance with room for 700c x 52mm tires, or 650b x 2.1” tires, about 2mm more than the steel model. That’s a lot of flexibility for muddy cyclocross races, high-volume rubber for bikepacking, or big tires and fenders. If you want to keep your options open, the Terlingua is open for business.

[caption id="attachment_134554" align="aligncenter" width="1200"] Muddy terrain, no problem. Chumba boasts great tire and mud clearance on its titanium Terlingua. Pictured is the 42mm Teravail Rutland tire, with room to spare. Chumba says the bike will fit 700c x 50mm tires with the wheel in a rearward position. © A. Yee / Cyclocross Magazine[/caption]

Chumba is at the leading edge of tire clearance, it is more traditional in terms of frame fittings. Down below, there’s a BSA threaded bottom bracket shell. All cables and hoses are routed externally. There’s two bottle mounts, and a single mount by the rear axle for a rack or fender.

Need more frame barnacles to carry your 2-liter pop bottle, truing stand and dueling banjos? Consider adding a fork with adventure mounts, or call Chumba to discuss more frame options.

[caption id="attachment_134549" align="aligncenter" width="1140"] Rack mounts? Check. Adjustable chainstay length? Check. Singlespeed ready? Check. Chumba’s made-in-USA titanium Terlingua cyclocross / gravel bike. © A. Yee / Cyclocross Magazine[/caption]

The frame by itself retails for $2395, $945 more than the steel frame, while the frameset with an ENVE Cross or G series forkG series fork is $2925. We received the frameset with a White Industry headset for review, and eventually assembled an eclectic set of parts to get rolling.

What does the $945 premium over the steel frame offer up? Of course, titanium offers corrosion resistance over steel, but there’s also weight savings. Chumba says it saves 310 grams over the comparable steel frame, some of which is paint. While 310 grams may sound like a lot, the titanium Terlingua may still not satisfy a weight weenie’s dreams. Our test frame, with a Thomson seat collar and two White Industry headset cups (without bearings) tipped the scale at 4.23 pounds. That translates to roughly 4.1 pounds bare, without thru axles.

[caption id="attachment_134548" align="aligncenter" width="1140"] Chumba’s made-in-USA titanium Terlingua cyclocross / gravel bike features beefy Paragon Machine Works sliding dropouts with post mount disc brake mounts. A flat mount option is available. © A. Yee / Cyclocross Magazine[/caption]

A four-pound titanium frame won’t break any records, but hopefully the weight also means it won’t break during heavy use. The versatility and tire clearance come at a bit of a cost, as the Paragon Machine Works sliding dropouts and beefy post disc brake mount surely contribute to some of that weight.

The Build

It’s rare for our small organization to take delivery of just a frameset for review, and unfortunately, the parts we had lined up were for flat mount disc brakes, which slowed down the build.

Eventually, we found two generous component-donor bikes, willing or not, and corralled the necessary parts to get rolling. The highlights of our build kit consisted of SRAM Rival 1 levers and brakes, a SRAM Force 1 rear derailleur, Easton’s excellent lightweight EC90 SL carbon crankset with a 38t ring, Easton EA70 seat post, Knight Composites 29 Race wheels, Panaracer Gravel King SK 43mm Nile Blue tires, San Marco Shortfit saddle and Redshift’s bump-absorbing ShockStop stem. We rotated between a Leonardi Factory 9-36 XD cassette and a 10-42 SRAM XD cassette in testing.

[caption id="attachment_134547" align="aligncenter" width="1140"] An oversized head tube takes both tapered and straight steerers. We tested the Terlingua with Redshift’s vibration-absorbing ShockStop stem. © A. Yee / Cyclocross Magazine[/caption]

The eclectic, relatively lightweight build kit made for an 18.4-pound complete bike with the Leonardi Factory cassette. Not too shabby.

The Ride

We were already familiar with the handling of the steel Terlingua frameset and ENVE Cross fork from our previous test, and the change in materials didn’t detract from the predictable, race-worthy handling that we appreciated while riding what we dubbed the Purple People Pleaser.

Does swapping the heavier steel with lighter titanium significantly alter the ride quality? No. You’ll notice a greater difference in ride quality through tire and pressure choice, although the .75 pound savings helps on the climbs, whether you’re pedaling or shouldering the bike.

[caption id="attachment_134550" align="aligncenter" width="1140"] Chumba’s made-in-Tennessee titanium Terlingua cyclocross / gravel bike. © A. Yee / Cyclocross Magazine[/caption]

We won’t wax poetically about the ride qualities of titanium but will say the titanium Chumba Terlingua is well-designed for an average rider. It was neither flexy or harsh in mixed terrain adventures and paired nicely with the ENVE Cross fork. Granted, we rode most of the time with 20psi or less in 43mm GravelKing tires and with a ShockStop stem, but anyone who craves a more comfy ride than what the Terlingua offers has that option through big tire volume thanks to the Terlingua’s design and sliding dropouts.

The Terlingua’s biggest selling point is its adjustable rear end. It’s really a blessing that you can tuck in the rear wheel for racing or dry conditions even with a 40mm tire, and should you need more tire or mud clearance, by adjusting six bolts on the sliding dropouts, you can lengthen the chainstays and add more room. (We also found it necessary to tune the Force 1 rear derailleur’s B screw after moving the rear wheel, for optimal shifting.) For spring, wet gravel rides, we spent most of the time riding in the dead center, the equivalent to 43.5cm chainstays, but would expect most of the year to ride it with the shortest chainstays.

[caption id="attachment_134551" align="aligncenter" width="1140"] Chumba’s made-in-USA titanium Terlingua cyclocross / gravel bike features simple, durable graphics. © A. Yee / Cyclocross Magazine[/caption]

We have a few nitpicks. The lightweight Thomson Seat Collar looks nice, is lightweight, but features a tiny 3mm alloy hex bolt that easily rounds and didn’t adequately clamp our seat post. A 4mm steel bolt and anti-slip paste solved this issue.

While the external routing of cables and hoses made for an easy build, the clean look of internal routing is something we’ve come to expect on high-end handmade frames. Hose clips and zip ties break in inopportune times, and make more a noisier ride.

Lastly, we’d recommend opting for the flat mount option and flat mount ENVE G-Series gravel ENVE G-Series gravel fork (with 3mm more rake), not the post mount configuration we reviewed. Although we actually prefer the adjustability of post mount brakes, new groupsets like SRAM Force are coming flat mount only, and we expect that trend to continue. You’re buying a versatile bike to hopefully be a bit future-proof, so you might as well give in and follow the trend with brakes.

Titanium boasts many attributes, including durability, corrosion resistance, natural beauty as well as weight savings and comfort over some other materials. The latter two attributes are subjective for sure, and at 4.1 pounds for a frame, it’s not going to be the foundation to an ultralight ride.

Yet riders attracted to the Terlingua are likely looking for versatility and adventure and not ultralight rigs, and Chumba delivers that in spades.

The Verdict

We wrote the following about the steel Terlingua in our review:

“If we were to design a do-it-all steel frame ourselves, we might end up with a Terlingua.”

The same can be said about the titanium version. For about six weeks, it was our go-to bike for weekend gravel rides, weekly mixed trail night rides, and mixed terrain adventures.

Although it’s already gone back to Austin, Texas, we won’t lie.

We still hope that one day we’ll end up with a Terlingua.

Chumba Titanium Terlingua Spec Highlights:

MSRP: $2395 frame only, $2925 frameset with ENVE Cross or G-Series fork and Thomson seat collar
Materials:
Frame: 3/2.5 titanium, with BSA 68mm threaded bottom bracket and Paragon Machine Works sliding dropouts. 142x12mm rear axle, post mount disc brake (flat mount available)
Weight: 4.1 pounds frame only with dropouts, without thru axles

Chumba’s Titanium Terlingua Photo Gallery:

Chumba’s made-in-USA titanium Terlingua cyclocross / gravel bike is ready for almost anything, with little compromise. © A. Yee / Cyclocross Magazine

The post Reviewed: Chumba’s Versatile Titanium Terlingua Cyclocross / Gravel Bike appeared first on Cyclocross Magazine - Cyclocross and Gravel News, Races, Bikes, Media.