Last we saw Kevin Bouchard-Hall, he was covered in sweat racing on Zwift in his basement. Spring has come to New England—sort of—and Bouchard-Hall has been able to venture out of his Zwift cave from time-to-time.

Multidisciplinary racing is all the rage these days, and Bouchard-Hall sports a diverse portfolio, racing cyclocross, gravel, road and mountain bikes for nine-ish months out of the year.

Bouchard-Hall (left) keeps busy racing across the disciplines. Masters Men 35-59. 2018 Cyclocross National Championships, Louisville, KY. © A. Yee / Cyclocross Magazine

Four disciplines (plus Zwift) can add up to a lot of bikes, but for the young family man, keeping it simple has always been a part of this ethos, even though he races pretty much everything.

“When I started riding my bike again in 2014, after many years off, I only had one bike left. It was a Strong handmade steel cyclocross bike,” Bouchard-Hall said. “I had built the frame up with leftover National Team parts that I had foraged off old team Pinarellos. It was a cool and beautiful bike, but it barely worked. I used that bike in 2015 when I started racing ’cross as a new family activity.”

He continued, “I had bought a road bike that was up to date in 2014, but once I got hooked on cyclocross I realized I needed a functional ’cross bike. But to get what I wanted, I needed to sell the road bike. That started my infatuation with a ‘one bike to rule them all.'”

Bouchard-Hall said he flirted with having a dedicated road bike for a spell while racing with Velocio NE, but he is now back to one bike to rule them all.

This past weekend, Bouchard-Hall was in Vermont at the Rasputitsa gravel race looking to defend his 2018 title against the likes of Lars Boom (!) and other top riders. [you can read his race report here]

His newest cyclogroad bike of choice for Rasputitsa … and cyclocross … and road is a 2018 S-Works CruX.

Kevin Bouchard-Hall’s S-Works CruX Cyclogroad Bike, 2019 Rasputitsa Gravel Race. © K. Bouchard-Hall

He described the goal of the bike.

“I am back to a ‘one bike’ for road, gravel and cyclocross. It is hard to pull off all the things with one bike, but with a good selection of tires, and ideally two sets of wheels, it is pretty seamless to swap between the disciplines.”

We take a closer look at Bouchard-Hall’s bike in this cyclogroad profile.

Kevin Bouchard-Hall’s “One Bike” S-Works CruX

The CruX re-designed for the 2018 model year is no stranger to our pages. We have reviewed the S-Works model and profiled winning bikes from Christopher Blevins, Maghalie Rochette, Sarah Sturm and Tom Pidcock.

However, for gravel, we have typically seen folks such as Olivia Dillon and Alison Tetrick ride the Diverge gravel bike. With his CruX, Bouchard-Hall represents a bit of a departure for events such as Raspustitsa.

The re-designed S-Works CruX helped kick off the race-specific trend in cyclocross bikes we have seen from others such as the Trek Boone. The bike is light—Bouchard-Hall said his full bike checks in at around 16 pounds—with the Big S using its Fact 11r carbon for the frame and fork.

Rasputitsa is only 40-ish miles long and Bouchard-Hall is also targeting the 44-mile Vermont Overland, so the race-specific frame was likely not a hindrance for those events. He also hopes to do Rooted Vermont in August, which is 85 miles long, so we might need to check back in with him to see how he manages his food and drink situation.

The new CruX has a clean, race-oriented seatstay. Kevin Bouchard-Hall’s S-Works CruX Cyclogroad Bike, 2019 Rasputitsa Gravel Race. © K. Bouchard-Hall

As we saw in our story about cyclocross teams going tubeless, having a good set or two of tubeless rims provides a lot of versatility. For Bouchard-Hall’s cyclogroad bike, versatility is a must.

“I have a great relationship with NEXT Wheels and they make a good selection of wheels that let me run wider tubeless tires for both cyclocross and gravel but also will also fit a 28mm road tire at modified road tire pressures,” he said.

For Raspustitsa, Bouchard-Hall ran NEXT Rule Carbon tubeless rims built up with Industry 9 Torch hubs. It’s not the first time we’ve seen a NEXT wheelset and Specialized frame pairing, as the company developed a wheelset just for Specialized’s proprietary SCS system.

KBH has a good relationship with NEXT and ran the company’s Rule carbon tubeless clinchers for gravel. Kevin Bouchard-Hall’s S-Works CruX Cyclogroad Bike, 2019 Rasputitsa Gravel Race. © K. Bouchard-Hall

His gravel tires of choice for the mercurial Vermont race were 700c x 38mm Specialized Pathfinders.

Bouchard-Hall runs Specialized Pathfinder tires 38mm wide for gravel. Kevin Bouchard-Hall’s S-Works CruX Cyclogroad Bike, 2019 Rasputitsa Gravel Race. © K. Bouchard-Hall

When the road comes a-callin’, Bouchard-Hall swaps in NEXT Xplor tubeless rims with 700c x 28mm Specialized Turbo tires.

Bouchard-Hall said he plans on staying tubeless during cyclocross season, unless his team gets him some tubulars. There is just one thing about going tubeless for ’cross:

“Hitting the 33mm tire width is a pain on the wider rims,” he said. “That USAC plastic tire checker gives me nightmares.”

When we reviewed the CruX, we got to spin around on a bike with the fluorescent, tie-dye colorway. Bouchard-Hall’s bike is a bit more muted, with a matte slate finish, but that does not mean it is without flair.

Bouchard-Hall’s wife commissioned New York cyclocross racer and jewelry designer Rhys May to make a special head tube badge for his bike.

Rhys May made the custom headbadge. Kevin Bouchard-Hall’s S-Works CruX Cyclogroad Bike, 2019 Rasputitsa Gravel Race. © K. Bouchard-Hall

Additional flair can be seen in the rear, with the gold KMC X11SL-Ti chain and gold Kogel pulleys.

Bouchard-Hall gave the bike some flair with gold Kogel pulley wheels and a gold KMC X11SL-Ti chain. Kevin Bouchard-Hall’s S-Works CruX Cyclogroad Bike, 2019 Rasputitsa Gravel Race. © K. Bouchard-Hall

A big part of why Bouchard-Hall spends a lot of time on Zwift is to balance his training with his job and raising his family. His bike has one last custom touch to make sure he always remembers who he is racing for (Not that Tobin).

In case you were wondering who’s bike this really is. Kevin Bouchard-Hall’s S-Works CruX Cyclogroad Bike, 2019 Rasputitsa Gravel Race. © K. Bouchard-Hall

In a recent Training Tuesday, Craig Richey recommended running a double for gravel to help provide good spinning opportunities. With Bouchard-Hall also using the bike for road racing, it is not surprising he opted for a double up front.

KBH opted for a Dura-Ace R9000 crankset with a Stages power meter and 52/36t chain rings. In the rear, he ran an 11-30t cassette. Kevin Bouchard-Hall’s S-Works CruX Cyclogroad Bike, 2019 Rasputitsa Gravel Race. © K. Bouchard-Hall

He ran a Shimano Dura-Ace R9000 crankset with a Stages Gen 3 power meter with 52/36t chain rings in the front and an 11-30t Ultegra R8000 cassette in the rear. His derailleurs were both Ultegra R8070 Di2.

Bouchard-Hall’s drivetrain is electric, with Ultegra R8070 derailleurs. Kevin Bouchard-Hall’s S-Works CruX Cyclogroad Bike, 2019 Rasputitsa Gravel Race. © K. Bouchard-Hall

For cyclocross, KBH said he swaps in an outer 46t ring and keeps the 11-30t spread in the back. He also said he is considering upgrading to the Shimano RX805 clutch derailleur for both the chain drop protection and so he can run an 11-32t or 11-34t spread in the rear.

The brakes and levers on the CruX are also Ultegra R8070 Di2. Bouchard-Hall’s saddle was a Fizik Antares and the seatpost, stem and handlebar are all Specialized-branded. Also following Richey’s recommendation, the New Englander ran Shimano XT SPD pedals.

KBH ran Ultegra Di2 shift/brake levers and a Specialized cockpit. Kevin Bouchard-Hall’s S-Works CruX Cyclogroad Bike, 2019 Rasputitsa Gravel Race. © K. Bouchard-Hall

For a closer look at Bouchard-Hall’s cyclogroad bike, see the specs below.

Kevin Bouchard-Hall’s S-Works CruX Specs

Frame: S-Works CruX, 2018 model, Fact 11r carbon, flat mount disc, 12mm thru-axle
Fork: S-Works CruX, Fact 11r carbon, flat mount, 12mm thru-axle
Headbadge:  Rhys May Jewelry
Shift/Brake Levers: Shimano Ultegra R8070 Di2 Hydro
Calipers: Shimano Ultegra R8070 Hydro
Crankset: Shimano Dura-Ace 9000 w/ Stages Gen 3 Power
Chain Ring: Shimano Dura-Ace 52/36t
Front Derailleur: Shimano Dura-Ace 9070 Di2
Rear Derailleur: Shimano Dura-Ace 9070 Di2 w/ Gold Kogel Pulleys
Chain: KMC X11SL-Ti
Cassette: Shimano Ultegra R8000 11-30t
Wheels: NEXT Rule Carbon Tubeless with Industry 9 Torch Hubs
Road Wheels: NEXT Xplor Carbon Tubeless with Specialized Turbo 28mm tires.
Tires: Specialized Pathfinder tubeless, 700c x 38mm
Cockpit: Alloy stem and handlebar
Headset: Specialized Integrated
Seatpost: Specialized Carbon
Saddle: Fizik Antares R1 Carbon
Pedals: Shimano XT SPD

The post Cyclogroad Bike: Kevin Bouchard-Hall’s One S-Works CruX to Rule Them All appeared first on Cyclocross Magazine - Cyclocross and Gravel News, Races, Bikes, Media.

Exactly 26 days from now, the gravel world descends on Emporia, Kansas for the 2019 Dirty Kanza 200. However, those interested in getting a taste of the Flint Hills before the granddaddy of all gravel races had a chance to do so at the weekend’s La Grind Gravel Stage Race.

La Grind was a three-day event that featured a gravel time trial on Friday, 94-mile race on Saturday and 59-mile race on Sunday. As an added bonus, Saturday’s route went south from Emporia onto some of the roads likely to be part of next month’s 206-mile race.

Roads from last year’s Dirty Kanza 200 were a part of Saturday’s La Grind course. 2018 Dirty Kanza 200. © Ian Matteson / ENVE Composites

La Grind was a time-based omnium, with riders’ times adding up over the three days of racing. Participants also had the option of doing one or two of the days of racing as well.

The Women’s win went to Ms. Worldwide (at least gravely-speaking) Kae Takeshita. Takeshita won both gravel races and finished third in the TT. Hannah Bingham finished second overall and Cassie Reynolds third.

Top honors for the Men went to Jonathan Cavner. Cavner swept all three days of racing en route to the overall. Andy Johnson finished second and Jon Harp third.

There was also a singlespeed category won by Jon Kleidosty.

Full results for the three-day overall are below. Stay tuned for more on the unique gravel stage race in the Motherland of Gravel.

Featured image: Ian Matteson

Women A Results: 2019 La Grind Gravel Stage Race

Men A Results: 2019 La Grind Gravel Stage Race

Men Singlespeed Results: 2019 La Grind Gravel Stage Race

The post Gravel Results: La Grind Gravel Stage Race Provides Early DK200 Preview appeared first on Cyclocross Magazine - Cyclocross and Gravel News, Races, Bikes, Media.

On Sunday, the spring classics came to Southern California at the 2019 Belgian Waffle Ride. Do not let the name deceive you though, the 2019 BWR was very much a race, with professionals and even WorldTour riders taking the line for the unique event.

Based at Lost Abbey Brewing in San Marcos, the Belgian Waffle Ride is a challenging event, packing over 12,000 feet of climbing into 133 or so miles. The race also offers the Wafer, which checks in at 6,500 feet and 74 miles.

The 2019 Belgian Waffle Ride took place on Sunday.

The course is set up similar to a Belgian spring classic, with sectors of dirt, gravel, doubletrack and worse breaking up the pavement. Roughly one-third of the course ends up requiring off-road riding.

The Belgian Waffle Ride has become known for its impressive fields, and this year was no different.

2019 U.S. Singlespeed National Champion Sarah Sturm (Team Specialized x Rocket Espresso) took the Women’s Waffle win. Sarah Max (Argonaut) finished second and Olivia Dillon third. Hannah Muegge (DNA Pro Cycling) and Anna Christiansen (OTTOLOCK Adventure Squad) rounded out the top five.

Trek – Segafredo rider Peter Stetina took the Men’s Waffle win. Edward Anderson (Hagens Berman Axeon) finished second and Ted King (Cannondale- SRAM- Roka- Velocio- UnTapped) third. Cameron Piper (Team Specialized x Rocket Espresso) and Stephen Mull rounded out the wide-angle podium.

Results for the Waffle ride are below. Full results are available here.

Women Waffle Results: 2019 Belgian Waffle Ride

Men Waffle Results: 2019 Belgian Waffle Ride

The post Gravel Results: 2019 Belgian Waffle Ride, SoCal’s Spring Classic appeared first on Cyclocross Magazine - Cyclocross and Gravel News, Races, Bikes, Media.

SRAM launched its electronic eTap Red AXS group in February, with “chain management” and wide-range gearing options designed to handle bumpy, lumpy gravel riding. The Chicago-based component company then followed the Red launch by unveiling the Force version of the eTap AXS group in April with nearly all the same options at a more affordable price point and a bit of a weight penalty.

Today, Shimano fired back with a new GRX family of complete and partial component groups aimed directly at our readers: cyclocross and gravel riders.

That’s right, it’s not just for gravel, as Shimano’s press release states, “New Shimano GRX Offers Wide Range of Options for Diverse Gravel and Cyclocross Riding Styles.”

[caption id="attachment_134611" align="aligncenter" width="1140"] Shimano GRX components feature 1x, 2x, Di2 and mechanical options. photo: Sterling Lorence[/caption]

GRX Breaks New Ground

Shimano’s GRX launch breaks new ground for the Japan-based component giant, with 1x drop bar options, dropper post compatibility, top-mount inline brake levers, wide-range gearing and semi-wide tubeless rims.

Dave Lawrence, Shimano’s product manager said the GRX project has its roots as far back as 2014, when the company noticed the growth in Minnesota’s Almanzo event. The demands of the offroad riding motivated the company to create a group of components tailored to the trend, while leaving its existing road component groups to remain pavement focused.

[caption id="attachment_134614" align="aligncenter" width="1140"] Shimano GRX components feature a reshaped and retextured hood and lever. photo: Sterling Lorence[/caption]

Here’s our summary of what’s new and notable from the GRX family:

1. The GRX is not a group name, but a family of disc brake, clutch derailleur components that come in no less than four different levels, with Di2 and mechanical, in 11-speed and 10-speed configurations. The 800 series, 600 series and 400 series of GRX components compare in price and finish to Ultegra Di2, Ultegra mechanical, 105 and Tiagra.
2. GRX represents Shimano’s first foray into single chain ring (1x) drop bar drivetrains, but 2x options are still available with a new wide-range pair of chainrings.
3. The GRX offers several unique, innovative features for cyclocross and gravel riders, including inline hydraulic brake levers for the tops of the drop bar, a new chainline for better tire clearance and a left shift STI lever designed specifically for dropper posts and 1x drivetrains.
4. Shimano’s group offers plenty of gearing options, with 48/31t (810 series) and 46/30t double options (600 series). Compared to SRAM, 1x chainring options are limited, with just a 40t and 42t available in the 810 series, and only a 40t for the 600 series. The 2x relies on a new BCD for the small 31t and 30t inner rings. You’ll likely need different rear derailleurs to run both 1x and 2x unless you don’t need a rear cog bigger than a 34t in your 1x setup.
5. The new levers and hoods have a redesigned shape, texture and pivot position for more leverage and a more secure hand position in the hoods.
6. Shimano has new 21.6mm wide (internal) GRX tubeless wheelset that retails for $419.99 and weighs around 1600g. It comes in both 700c and 650b diameters.
7. The components are not yet available, but mechanical 11-speed starts to arrive in July, with the other variations arriving later. Full weights will have to wait…

Three Levels, Four Variations

The new GRX name doesn’t mean much if you’re looking to buy a bike. “I want to buy a Shimano GRX-equipped gravel bike,” could have you spending anywhere from a bit over $1k to well over $5k. GRX represents three levels and four variants of drivetrains, some of which have both 1x and 2x options.

GRX RX800 (Ultegra Level)

The flagship GRX Di2 RX800 series features the RX815 (2x) and RX817 (1x) electronic rear derailleurs, the RX815 front derailleur, and the RX815 Di2 STI levers.

[caption id="attachment_134624" align="aligncenter" width="1140"] Shimano’s new GRX Di2 RX815 gravel / cyclocross components.[/caption]

[caption id="attachment_134620" align="aligncenter" width="900"] Shimano’s new GRX Di2 RX815 gravel / cyclocross Di2 2x rear derailleur accepts rear cogs up to 34t.[/caption]

The mechanical GRX RX800 series follows with RX810 (2x) and RX812 (1x) rear derailleurs, RX810 mechanical STI levers, and the RX810 front derailleur.

[caption id="attachment_134621" align="aligncenter" width="900"] Shimano’s new GRX mechanical 11-speed RX812 1x mechanical rear derailleur.[/caption]

Because of the outboard +2.5mm chainline, the 2x cranksets require a GRX front derailleur for indexed shifting. All derailleurs have user-adjustable clutch-based chain security.

[caption id="attachment_134625" align="aligncenter" width="1140"] Shimano’s new GRX mechanical 11-speed RX810 gravel / cyclocross components.[/caption]

Both the Di2 and mechanical groups share the RX810 1x and 2x one-piece four-arm cranksets, RX810 flat mount hydraulic brakes and RX812 inline top-mount brake levers. The crankset is only available with a 48/31t chain ring setup or as a 1x with 40t or 42t single wide/narrow chainrings.

[caption id="attachment_134628" align="aligncenter" width="1148"] Shimano’s new GRX gravel / cyclocross crankset in a 46/31 2x RX810 option.[/caption]

[caption id="attachment_134629" align="aligncenter" width="1148"] Shimano’s new GRX gravel / cyclocross crankset in an RX810 40t 1x option.[/caption]

The both Di2 and mechanical variations use Ultegra chains and road cassettes, along with Deore XT cassettes in 1x format.

There are actually four different left brake levers in the RX800 level.

[caption id="attachment_134616" align="aligncenter" width="1000"] Shimano’s new GRX gravel / cyclocross RX815 Di2 STI lever boasts a new hood shape and texture.[/caption]

The RX815 is Di2, the RX810 is mechanical shifting, the RX810-LA is for dropper posts, while the BR-RX810 is a hydraulic brake lever for 1x drivetrains without derailleur or dropper actuation.

[caption id="attachment_134618" align="aligncenter" width="1000"] Shimano’s new GRX gravel / cyclocross RX810-LA lever actuates dropper posts.[/caption]

The existing Ultegra Rx800 and RX805 clutch-based rear derailleurs will continue as Ultegra components outside of the GRX line, even though they were also designed for gravel.

GRX RX600

The GRX RX600 components offer a more affordable option for GRX features on a mechanical 11-speed drivetrain.

There’s a two-piece alloy four-arm RX600 crank that comes in a 46/30t double for 11-speed, a 46/30t for 10-speed, and 1x that comes with a 40t single chainring.

[caption id="attachment_134630" align="aligncenter" width="1148"] Shimano’s new GRX gravel / cyclocross crankset in 46/30 2x 10-speed option.[/caption]

There are also RX600 mechanical STI levers in 11-speed, 2x format.

The GRX RX600 components do not form a complete group. GRX RX600 groups will rely on Shimano 105 components (chain, cassettes) and will use RX810 derailleurs and calipers.

GRX RX400

The GRX RX400 group is limited to shifters, derailleurs and brakes and relies on an RX600 crankset with a 46/30t 10-speed double and RX810 derailleurs.

[caption id="attachment_134626" align="aligncenter" width="1140"] Shimano’s new GRX 10-speed RX600 / RX400 gravel / cyclocross components.[/caption]

The RX400 rear derailleur will take a 36t rear cog, 2t larger than the RX810, but is curiously stated to only work with a 16t chain ring spread up front (the RX810 crankset is a 17t jump, and the RX810/815 rear derailleur are listed with a 17t maximum range. Of course, these are manufacturer stated limits, but YMMV.

Wide-Range Gearing

The new GRX group offers quite a bit of gearing range, with 479% range for the RX800 double and 474% for the RX600 double (with 11-34 cassettes). Both compare favorably in terms of offering more range than the widest double options (10-33t 46/33 = 460%) of SRAM eTap AXS Red and Force groups. Pair the RX400 10-speed rear derailleur with an 11-36t cassette and 46/30t chain ring combo and you’ve got a whopping 502% albeit with bigger jumps.

[caption id="attachment_134612" align="aligncenter" width="1140"] Shimano GRX components feature 1x, 2x, Di2 and mechanical options. photo: Sterling Lorence[/caption]

The 1x GRX options land right in between where the SRAM eTap AXS groups 1x currently sit in terms of gearing range but with one less cog. The SRAM eTap AXS Red and Force options 1x options, with a 10-33t, are relatively tight, while the Eagle / eTap combo requires an Eagle derailleur and 10-50t cassette.

Shimano’s 11-40t and 11-42t cassettes with 42t or 40t rings split the difference between the two eTap options and mimic the most popular SRAM Force 1, Rival 1 and Apex 1 drivetrain configurations. The two big S component companies are clearly eyeing each other’s bread and butter.

[caption id="attachment_134610" align="aligncenter" width="1140"] Shimano GRX components feature 1x, 2x, Di2 and mechanical options. photo: Sterling Lorence[/caption]

The gearing options offer a range and chain retention that might be attractive be to roadies without dirt ambitions. “It’s a groupset that would be a really great group for people who would never see dirt,” said Shimano’s Nick Legan. “We are offering options. It will be really interesting to what OEs and consumers will do now that we’ve given them this menu of options.”

It’s worth noting that while the 4-arm 110mm BCD used by the 1x rings and outer ring of the double looks similar to existing four-arm road cranksets, Shimano says the rings are proprietary to GRX and GRX crankset won’t work with existing road rings. The 80mm BCD used by the inner rings is also a new standard from Shimano.

Shimano could not confirm that RX600 and RX800 11-speed double chainring setups are interchangeable, and could not recommend using the 1x chainring on the 10-speed chain and drivetrain.

Mix and Match, Mostly

Shimano proudly says most of the new components are compatible with existing component groups, with a few exceptions. Got an Ultegra Di2 or Dura-Ace Di2 hydraulic group and want to run the new rear derailleur and inline brake levers? Go crazy.

Want the new Shimano 1x crank to run with your existing Ultegra RX805 or RX800 derailleur? You can do it. You should also be able to mix the GRX RX600 series with GRX RX810 series components. The GRX RX400 series even relies on many existing Tiagra components, forcing you to mix and match different lines from Shimano.

Sad by the flat mount only nature of the group? Find older Shimano post mount mountain bike or road brakes and pair them with the new levers.

There are a few exceptions in compatibility. The new 2x GRX cranksets require GRX front derailleurs, not just because of the giant 17 and 16-tooth jumps, but because of the outward chainline that sits 2.5mm further from the frame.

[caption id="attachment_134627" align="aligncenter" width="900"] Shimano’s new GRX gravel / cyclocross front derailleur is required by the 2x cranksets due to a new +2.5mm chainline.[/caption]

The chain rings are a bit more tricky. Shimano could not confirm the RX600 2x chainrings would work on the RX810 crankset or vice versa. And even though it does not have an RX400 crankset, Shimano did not recommend trying the 1x cranksets with the 10-speed RX400 group (and chain).

Lastly, the derailleurs are somewhat chain ring configuration specific. The 1x rear derailleur can’t hand the chain wrap needs of the double crankset, while the 2x derailleur won’t work with the wide-range 11-40t or 11-42t cassettes. They max out at an 11-34t cassette.

SRAM and Easton certainly have more single chain ring options, and we can imagine some creative home mechanics pairing Shimano shifting with a SRAM or Easton crankset to take advantage of the company’s 38t, 44t or 46t options.

New, Wider Hoops

Shimano also unveiled a new wheelset aimed at cyclocross and gravel cyclists. The $420 wheelset is Shimano’s widest road offering to date at 21.6mm internal, but may underwhelm cyclists already used to 25mm-wide rims for road. Shimano tends to be conservative and slow in embracing trends, but the 21.6mm width should offer an improvement in ride quality and air volume with cyclocross and gravel tires over Shimano’s other rims.

[caption id="attachment_134615" align="aligncenter" width="1043"] Shimano’s new GRX gravel / cyclocross family of components has one wheelset, the 21.6mm wide RX570 wheelset. It comes in both 700c and 650b diameters.[/caption]

The target weight is expected to be around 1,600g, which is relatively light at that price point.

The Bottom Line

GRX represents a major commitment by Shimano in components designed specifically around how our readers like to ride. It’s also the first time Shimano has launched a new name that covers a family of components at several different levels.

While the wide range chain rings help Shimano catch up to or surpass the adventure gearing of companies like Easton and FSA, and the 1x option is a first from Shimano, such configurations were previously possible by mixing in other cranksets or Shimano’s Di2 mountain bike derailleurs. Now you’ve got a group that acts and looks like a cohesive unit.

We might be most excited by the lever options, with redesigned ergonomics, a higher pivot and a left dropper STI lever. The grip and shape look to offer a secure perch during sloppy conditions, while the increased braking leverage may allow for more one-finger braking.

[caption id="attachment_134639" align="aligncenter" width="1140"] The new pivot position on the Shimano GRX levers.[/caption]

We’re also excited about the inline brake lever option. On dusty group gravel rides, we’ve long craved for the Worlds-winning Runkel levers of canti bikes’ past.

[caption id="attachment_134637" align="aligncenter" width="1140"] Shimano’s new BL-RX812 inline brake lever brings back the Runkel lever to hydraulic disc brakes.[/caption]

The new RX812 inline levers are compatible with other older Shimano hydraulic drop bar levers, but aren’t expected to arrive until September.

[caption id="attachment_134638" align="aligncenter" width="1140"] Runkel levers are back thanks to Shimano’s new GRX RX812 levers.[/caption]

It’s not the first time we’ve seen hydraulic inline brake levers, as an ingenious engineer beat Shimano to it years ago using Magura parts, but Shimano’s system looks clean and particularly useful on the new crop of wide, adventure-oriented drop handlebars.

We’re also big fans of Shimano’s decision to offer an affordable option, even if it’s just 10-speeds. Cyclists on a budget shouldn’t be robbed of proven technology like clutch derailleurs or wide range and low gears. Cyclocross and gravel shouldn’t be just a rich person’s sport, and it’s good to see the GRX group launched without the long wait of trickle-down features.

The biggest bummer is that we’ve written all this without touching, let alone riding any of the new GRX components. With some luck, that will change in a few months. Mechanical components will come in July, with Di2 in August. Aftermarket components will likely arrive before GRX-equipped complete bikes. Stay tuned.

Full pricing and official product images below.

More info: gravel.shimano.com

[table id=3172 /]

Shimano GRX Components Photo Gallery:

Shimano GRX components feature a reshaped and retextured hood and lever. photo: Sterling Lorence

The post Shimano Unveils New GRX Family of Components for Gravel and Cyclocross appeared first on Cyclocross Magazine - Cyclocross and Gravel News, Races, Bikes, Media.

If Belgium is the Motherland of Cyclocross, one could perhaps refer to the Great Plains as the Motherland of Gravel. With gravel roads stretching as far as the eye can see, the region has been home to iconic events such as the Dirty Kanza 200, Gravel Worlds and the Land Run 100.

When a new gravel stage race starts in the region, it is hard not to take notice. When that event is based in Emporia, Kansas, that is doubly true.

Last weekend, the three-day La Grind Gravel Stage Race provided a twist on the gravel race genre, offering a stage race with a Friday time trial and two more traditional gravel races on Saturday and Sunday.

“We were tired of seeing the same 50-mile small gravel races being started around the area and wanted to start something different,” race director Justin Orzel said.  “The idea behind the stage race happened because we didn’t want to further saturate the calendar with another super endurance ride. The stage race made sense to us because it was a challenge we hadn’t done ourselves, and we wanted to share that unique experience with our riders and make it the best experience we could.”

The stage race also has a special bonus for those heading back to eastern Kansas 25 days from now. Saturday’s course south of Emporia included some of the roads likely to be part of the first leg of the 2019 Dirty Kanza 200 course.

“Day 2 could be considered a preview for 2019 DK200,” Orzel said. “That course alone didn’t really persuade people to sign up, but the date of our race is no coincidence. We wanted to make this race a good training ride for really any future ride on someone’s summer race schedule.”

Saturday’s race included part of the DK200 course. photo: Christopher Nichols Photography

La Grind is not the first gravel stage race we have covered this year. We also took a trip to Switzerland for the three-day Tortour Gravel Winter Stage Race and to North Carolina for the two-day Love Valley Roubaix.

The three-day La Grind event was set up not all that different than a road omnium weekend. Friday featured a 5-mile time trial outside the city of Olpe—home to Checkpoint 1 for the 2018 DK200—Saturday was a 94-mile gravel grind south of Emporia and Sunday featured a shorter 61-mile race.

The DK200 is known for requiring riders to be self-reliant. Each rider is required to have a support crew that can only resupply them at each of three checkpoints, and if you have to abandon the race, you are on your own. Racing the Dirty Kanza is a big commitment from both riders and friends and family to pull off a successful weekend.

The organizers of La Grind wanted to make their event a little less of a production, and so they offered a lot more support than riders can expect to see a month from now.

“All of us on the committee are gravel riders and have done races ourselves so we all had something to bring to the table when it came time to make our ideal race environment,” Orzel explained. “We went to great lengths to make sure a rider could come to our race and not have to worry about anything; that’s why we opted to have bottle hand-ups and gel packets and other foods at our checkpoints as well as rider abandonment pickup.”

Entry fees for the La Grind went in part to pay for support and insurance, but they also contributed to a good cause. Handlebars of Hope is a nonprofit bicycle outreach ministry with a goal of giving hope to the community in Emporia and Mexico.

Orzel described the organization, “Each year we spend several months serving communities in Matamoros, Mexico, bringing them much needed hope and support.  Since 2014 we have given away thousands of bikes and done countless free repairs. Christ has also empowered us to set up a youth cycling club at an orphanage, teach bike repair to men in a drug and alcohol rehabilitation center, organize free bicycle repair outreach events and much more.”

Locally, Handlebars of Hope provides bikes a mechanical service to organizations such as the local school district, Big Brothers Big Sisters, the Emporia Men’s Shelter and more.

La Grind donates money to Handlebars of Hope

With entry fees going to a good cause, sponsors helped make sure the top riders would have something to race for.

Although we have only really seen neutral support at a few gravel races, payouts are closer to an even split. Some races offer only the prestige or bragging rights that come with winning, while others are offering a cash prize for riders to go after.

With Challenge and Kohlmeier Dental as sponsors, La Grind offered a combined purse of $3,000 for both the Women and Men’s A stage races. “The idea behind that is that we wanted a sponsor from the bike industry that people would recognize, but we didn’t want to ignore our local community, and hopefully when people see that they realize that our hometown is behind us just as much as our friends in the bike industry,” Orzel said about the race’s co-sponsors.

Orzel commented on the feedback the race has gotten on its payouts. “We’ve seen both positive and negative feedback when it came to the payouts. We want to give back to our riders as best as we can, and we want to draw a lot of competitive riders to the event, and the race has done that so far.”

Challenge’s involvement with La Grind has had dual benefits. Last year, the company released its long-awaited tubeless clinchers, and it used La Grind as an opportunity to do some real-world tire testing. The company returned as a sponsor in 2019 and continued to use the event as a testing ground.

La Grind is an example of the space open for innovation in gravel races, and the good relationship between the community and the event is similar in flavor to what we observed at the 2018 Dirty Kanza. Time will tell if we will eventually see a 2xDK200 or Land Run 100 x 2.

Full results from the 2019 stage race are below.

Women A Results: 2019 La Grind Gravel Stage Race

Men A Results: 2019 La Grind Gravel Stage Race

Men Singlespeed Results: 2019 La Grind Gravel Stage Race

The post Emporia’s La Grind Gravel Stage Race Embraces the Local, National and International appeared first on Cyclocross Magazine - Cyclocross and Gravel News, Races, Bikes, Media.

Upstate New York’s Durty Bikes Gravel Series wrapped up over the weekend at the Hills of High-Tor race outside Naples. With the race representing the rubber match of the three-race series, both race and series titles were on the line.

This year’s Hills of High-Tor was 39 miles long with an opening climb up Lower Road and then a descent to the finish in Naples.

Coming into Saturday’s race after the Ossian Giant Gravel Grinder and Prattsburgh Gravel Classic there were tight battles in both the Women and Men’s series. The Hills of High-Tor would decide the series overall.

In the Elite Women’s field, Ruth Sherman (GGWDW) led Anne August (Park Ave Bike) by just two points, and for the Elite Men, Anthony Clark () and Curtis White (Cannondale p/b CyclocrossWorld) were tied.

Elite Women

In the first two races of the Durty Bikes series, Sherman proved to be Upstate New York’s “Eternal Second,” coming in the second spot in both races.

Sherman finally got that win, winning a nailbiter against August. Sherman also took the KOM to also give her the series win.

“Ruth and Anne put on a great showing,” said series director Tony Sylor. “Ruth has won so many of these events over the years and continues to be the standard bearer for women’s gravel racing in our area.”

Third-place finisher Anya Bogdanets (Just Ride p/b Buffalo Hardwood) was back to more manageable distances after doing the Iowa Wind and Rock ultra-endurance race a few weekends ago.

Emily Flynn (Mello Velo Racing / Nicollet Bike Team) wrapped up third in the series.

Women’s series podium: Ruth Sherman, Anne August and Emily Flynn are top 3. 2019 Hills of High-Tor Gravel Race, New York. © Anne Pellerin

“These ladies battled every week,” said Sylor. “It was great to see different winners with a mix of women who have competed and won for several years alongside new talent. The future is bright for women’s grave racing in western New York.”

Race and series results are below.

Elite Men

In the first two races of the Durty Bikes Series, White edged his cyclocross rival Clark at the line. Clark scored more points on the KOM climbs, however, pulling the two even headed into the Hills of High-Tor.

It was again the two ’cross stars at the front attacking each other on the hilly and technical course. Like Sherman, Clark finally got over the top to take the win, not leaving anything to chance with a gap of over 2 minutes.

White finished second and 16-year-old Trevor August (Park Ave Bike) finished third.

“Trevor is so fun to watch,” said Sylor. “He is really talented and comes from a wonderful cycling family. His younger brother won the overall for the Intermediate Series, his mother was second in the women’s race and his dad put on a great event. This is the first year we have worked together, and I hope we have many more ahead.”

Men’s podium: Anthony Clark, Curtis White and Trevor August. 2019 Hills of High-Tor Gravel Race, New York. © Anne Pellerin

White took the five points for the KOM at the Hills of High-Tor to give him the series win by a point. Clark took second and Kevan Edwards (Mello Velo Racing) third.

Results for the race and series are below.

Elite Women's Results: 2019 Hills of HighTor

Elite Men's Results: 2019 Hills of HighTor

2019 Durty Bikes Series Women's Standings

2019 Durty Bikes Series Men's Standings

The post Gravel Race: Hills of High-Tor Wraps Up 2019 Durty Bikes Gravel Series appeared first on Cyclocross Magazine - Cyclocross and Gravel News, Races, Bikes, Media.

Compton rides the company’s tubulars for cyclocross, but Knight also offers carbon and now alloy tubeless clinchers for the gravel and even cyclocross crowds. We first saw Knight’s 35 Clincher TLA Disc carbon wheelset a year ago at Sea Otter 2018, and we also took an initial look at our review set of the tubeless wheels.

I have put the $2,200 35 Clincher TLA Disc wheelset through the cyclocross and gravel wringer for several months for this long-term wheel review.

[caption id="attachment_120994" align="aligncenter" width="1265"] Knight Composites’ $2,200 35 Clincher TLA Disc is 19.5mm-wide carbon cyclocross/gravel tubeless wheelset. Knight Composites 35 Clincher TLA Disc. © Cyclocross Magazine[/caption]

Knight Composites’ 35 Clincher TLA Disc Wheelset

The Knight 35 Clincher TLA Disc is a mid-weight wheelset with a tubeless-ready rim design that uses EPS foam core molding for fewer voids in the composite matrix, leading to a stronger lighter form.

The 35 Clincher TLA Disc rims are 35mm deep and have an internal width of 19.5mm and an external width of 27.5mm. The internal width of 19.5mm makes the wheelset ideal for cyclocross and gravel but still allows a 23 or 25mm road tire to fit snugly.

[caption id="attachment_121000" align="aligncenter" width="1140"] Knight Composites worked on the rim profile to offer easy and reliable tubeless mounting. Note flat bead shelf and hooked sidewall. Wide tape will go edge to edge, adding a bit of circumference. Knight Composites 35 Clincher TLA Disc. © Cyclocross Magazine[/caption]

Knight developed its TLA tubeless system via a partnership with Schwalbe based on feedback the company received on its earlier design. The external sidewalls on the TLA taper inward at the top to make it easier to get tires on the rim. The internal profile has a triangulated internal pocket for the tire’s bead.

The company claims the design locks in a tubeless tire’s bead better than a square or rounded pocket and offers more sealing surface area. It also says the system allows installation of tubeless tires without tire levers and inflation with a floor pump.

[caption id="attachment_118772" align="aligncenter" width="1265"] Knight Composites is proud of its new TLA tubeless aero carbon rim because of its aerodynamic properties and ease of tire mounting, inflation and sealing. 2018 Sea Otter Classic cyclocross and gravel new products. © Cyclocross Magazine[/caption]

The 35mm-deep rims are laced 2x to the hubs with 24 bladed spokes with internal nipples. They come as quick release or 12 and 15mm thru-axle with a change of end caps.

Knight offers several hub choices from Chris King, DT Swiss, ROTOR and local Bend company Project 321. Knight Composites sent our review wheels with the Project 321 CX1 hub, which the company offers as a stock option for U.S. purchases. The Project 321 CX1 hubs have a six-bolt disc rotor mount and a Shimano/SRAM cassette body on the rear wheel.

[caption id="attachment_120997" align="aligncenter" width="1140"] Our review wheelset came with the Project 321 CX1 hub, which has an adjustable engagement sound. We set ours to the more quiet one. Knight Composites 35 Clincher TLA Disc. © Cyclocross Magazine[/caption]

Our review set of Knight 35 Clincher TLA Disc wheels can be described as a mid-weight wheelset, which is quite competitive given its aero profile. The wheels, as built, have weights of 740g for the front and 870g for the rear, giving a total weight of 1,610g. The rims have a claimed weight of 420g.

Project 321’s Magnetic Hubs

The Project 321 hubs have a freehub that uses 6 pawls with magnets embedded. In the standard configuration, 2 of the 6 are engaged at any time, but there is an option for 3 pawl engagement if your watt output demands it. With the 2-pawl choice, the engagement is every 1.7 degrees—that’s nearly instantaneous.

[caption id="attachment_120993" align="aligncenter" width="1140"] The Project 321 CX1 hub with patent-pending magnetic pawl engagement and a Shimano/SRAM compatible cassette body. Knight Composites 35 Clincher TLA Disc. © Cyclocross Magazine[/caption]

The magnets draw the pawls into the drive ring. Compared to springs pushing the pawls towards the drive ring, the engagement force of the magnetic pull is greater when engaged. With springs, the force is less when engaged than when compressed. The result is much less friction when freewheeling and less noise as well.

Magnets can be heavy, but Project 321 seems to have addressed that with listed rear hub weight of 281 grams. Inside the ratchet mechanism, the body is drilled to create an oil reservoir, aiding the engagement mechanism, reducing friction and making for a quieter operation.

[caption id="attachment_120996" align="aligncenter" width="1140"] The Project 321 Hub has a listed weight of 281 grams. Our sample has 6 pawls with 2 pawl engagement giving 1.7 degrees of almost immediate engagement. Knight Composites 35 Clincher TLA Disc. © Cyclocross Magazine[/caption]

Setup and Ride Impressions

The Knight Composites 35 Clincher TLA Disc with Project 321 hubs are true and evenly tensioned out of the box.

As a wheel builder, I’m always leery of rims with internal nipples. If the nipple head strips while building it’s difficult to extract. If maintenance is required, the tire has to be stripped off and in the case of tubeless, as these are, the sealing tape removed. However, internal nipples offer the best aerodynamics, and it is rare that I’ve had to true a high-quality prebuilt carbon wheel, carbon rims don’t dent, flatten or bend.

When you spin the wheels, the rear particularly, they are remarkably smooth. Out of the box, the rear wheel purrs quietly and spins effortlessly, longer than a few other wheels I used for comparison (Ritchey WCS Apex 38 and Bontrager Aeolus 3 ).

Knight Composites designed the rim bed for easy, reliable tubeless mounting. Our experience supports this, but as usual, tire choice makes a difference. Knight sent sealing tape wide enough to fill the entire rim bed wall to wall. I found that the bead shelf has no specific lip to hold the bead on, but the hooked sidewall helps with the tubeless installation.

I mounted a 40mm WTB Nano tire with some rigorous floor pumping but had to use an air compressor with the valve core removed to mount a loose-fitting 38mm Maxxis Rambler. Based on how the air compressor worked, I suspect a charger pump will snap the tires on easily.

[caption id="attachment_121001" align="aligncenter" width="1140"] One of the tires we have mounted to the Knight 35 Clincher TLA Disc thus far is a 38mm Maxxis Rambler. After setup, the tires have held their air during a few hundred miles of riding. Knight Composites 35 Clincher TLA Disc. © Cyclocross Magazine[/caption]

Both tires held air without sealant but adding a bit of sealant closed up pores on the side walls and at the bead itself to literally seal the deal. The tires have been completely reliable on the Knight 35 Clincher TLA Disc wheels since I mounted them, with riding time that has included the grueling Lost and Found Gravel Grinder.

I have ridden lots of gravel miles in on the Knight 35 Clincher TLA Disc wheels over the past year and included some local cyclocross races in the past season.

I raced the dry early-season courses with the initial Nano/Rambler tire mix. Though they would not pass UCI tire width rules, the relatively narrow (by today’s standards) inner width of the Knight 35 Clincher rim makes those tires run a bit narrower than labeled. The Rambler measured 37mm and the Nano 39mm.

For some races, I mounted Donnelly MXP cyclocross tires labeled at 33mm. These mounted just as easily and reliably and measured true to label, 33mm.

Beyond 40mm, the tires begin to have a “lightbulb” effect that will affect maximum achievable tire width and some handling qualities. I noticed a feeling of the tire rolling, or folding, in a turn when leaning the bike over with a wide tire on a narrow rim. Adding more air pressure helps avoid that. With wider rims, the wide tire has more edge support so lower pressures can be run while minimizing adverse handling qualities.

The Project 321 hubs continue to impress with their silent free spinning. No added drag or noise has come up with all the miles under varying conditions. The new hub arrived oily on the surface, indicative of oil working its way out through the seals. I cleaned the surface oil and little more has appeared. The freehub has hardly changed its quiet purr or slowed its free spin after several hundred dusty miles in the dry offseason.

The wheels themselves have remained round and true without any maintenance. Internal nipples complicate wheel truing, but as mentioned, that has been a rare need with the well made pre-built carbon wheels we’ve ridden.

The Verdict

The Knight 35 Clincher Disc wheelset with Project 321 hubs is a solid choice for a mid-weight, aerodynamic wheelset that offers versatility to fit high-pressure road tires or low-pressure gravel tires. Consider the limits of tire size on the wide end and there will be no issues.

$2,200 for the set is on the higher end of this category, but not over the top, and you get the super smooth, silent Project 321 magnetic freehub. Reliable, versatile, aerodynamics and low drag, what’s not to like?

For more, see the specs and photo gallery below.

Knight Composites 35 Clincher Disc Wheelset Specs

Price: $2,200 (as tested)
Weight: Wheelset: 740g front, 870g rear, 1,610g total (actual)
Rim: Carbon, Knight TLA tubeless system, 420g (claimed)
Width: 19.5mm internal, 27.5mm external
Depth: 35mm
Hubs: Project 321 CX1, 6-bolt disc
Spokes: 24 bladed spokes with internal nipples, front and rear
More Info: knightcomposites.com

Photo Gallery: Knight Composites 35 TLA Clincher Disc Wheelset

The wheelset features a 740-gram front wheel with 24 bladed spokes laced 2x. Knight Composites 35 Clincher TLA Disc. © Cyclocross Magazine

The post Review: Knight Composites 35 Clincher TLA Disc Gravel/Cyclocross Carbon Tubeless Wheels appeared first on Cyclocross Magazine - Cyclocross and Gravel News, Races, Bikes, Media.

Although SoCal’s Belgian Waffle Ride is not necessarily a straight gravel race, it was the perfect opportunity for Sarah Sturm to start racing with her new Specialized x Rocket Espresso Gravel Team.

Last we saw Sturm, she was winning the Singlespeed National Championships in Louisville on her CruX in muddy, sloppy conditions.

Lately, she has swapped her CruX for other bikes in Specialized’s lineup. At Sea Otter, Sturm and her teammates took on an interesting challenge.

“They had us ride the Diverge in all these different races because it would be funny and hilarious to have our gravel team show up for the dual slalom and mountain bike race and the crit all on the Diverge, so I did that,” Sturm said. “I won the Pro crit on my Diverge, and everyone thought I was insane, including myself.”

Last Sunday, Sturm’s latest challenge was the Belgian Waffle Ride. This time, she rode a Specialized Roubaix. “I’m really good at getting bikes the day before races.” she quipped. With some advice from teammate Cody Kaiser and friend Yuri Hauswald, Sturm was ready to go at the 133-mile SoCal spring classic.

After surviving the chaotic start, Sturm ran into Kaiser, who reassured her that despite the chaos, she was in a good spot. From there, Sturm rode to the win, even if the Durango resident was a bit of a wild card in the stacked Women’s field.

“I think they’re used to like road racers or California people winning, so I finished and no one knew who I was,” Sturm recalled. “I was obviously not offended by that because that is literally the story of my career. There were a lot of amazing women in the field. I was so nervous to race against Olivia Dillon, she is such a crusher. And my teammate Alison Tetrick. They’re amazing. I totally understood why they didn’t know who I was.”

Sarah Sturm won the Women’s race at BWR. 2019 Belgian Waffle Ride. © Molly Cameron

I caught up with Sturm after her win at the Belgian Waffle Ride. The transcript of our conversation is below. Stay tuned for an interview with Men’s winner Peter Stetina.

Interview: Sarah Sturm, 2019 Belgian Waffle Ride Women’s Winner

Cyclocross Magazine: To start, how did you end up at the Belgian Waffle Ride?

Sarah Sturm: I had learned about the Belgian Waffle Ride a few years ago. I had just seen some pictures of people suffering, and I was like, man, that looks like something I will end up doing at some point in my life. And then this year I signed with the Specialized x Rocket Espresso Gravel Team. It actually wasn’t on my calendar until a week or so after Sea Otter.

My team manager asked if I would do it, and we kind of went back and forth because it’s been a gnarly winter in Durango, and I really haven’t ridden over 60 miles this year, so I wasn’t sure if I could actually complete it. Then I kinda changed my attitude, and was like, whatever, I’ll try it.

I decided I had faith in my ability to suffer versus specific training.

CXM: I look at you as someone doing cyclocross, winning in the mud. I would have expected to see you doing mountain bike races. Why have you decided to go the gravel route and are you going to be doing more of them with your new team?

SS: Yes and yes. I have a history of racing cross country mountain bikes, but that was quite a while ago. I was on like a local pro team. I have since stepped away from that. Mountain biking makes me happy, so I ride mountain bikes a lot here and bike tour a lot and then race cyclocross.

I figured with this gravel team, I had never raced gravel before, and I like keeping things new. I like trying new stuff. It makes me happier. I’m not the type of athlete who can do the same World Cup circuit every year. I don’t know how people do that. I have mad respect for them. Maybe they have insane focus and the ability to do that. I like doing new stuff, even if it means doing a 140-mile race. I like doing new things.

Last we saw Sarah Sturm, she was winning Singlespeed Nationals. Singlespeed Women. 2018 Cyclocross National Championships, Louisville, KY. © A. Yee / Cyclocross Magazine

CXM: Belgian Waffle is interesting because it’s more of a spring classic with a lot of pavement. Have you done any big gravel gravel events yet?

SS: I had done the Lost and Found Gravel Grinder last year. That was kind of my first-ever gravel race, ride. One of my best friends Teal [Stetson-Lee] helps run it, so I signed up for it. Literally, until the day before the event, I thought it was just like a group ride or fondo.

CXM: Oh boy.

SS: My teammates made sure to tell me that it was a race. Everything for Lost and Found said ride, but it was very much a race.

CXM: Belgian Waffle is also called a ride. Were you good on getting ready to race?

SS: Yeah, I knew it was a race. Funny story though, the only gravel race I had done was Lost and Found and that thing is burly. I almost wish I raced it on a hardtail. It’s so rough. You’re on dirt the whole time.

That’s kind of what I had in mind for the Belgian Waffle Ride. I don’t really do the numbers thing, so I wasn’t really looking into it as much as I maybe could have, but I just assumed it was an all dirt gravel ride. I found out I was getting to ride the new Specialized Roubaix in it, and I was like, okay…

At Sea Otter they had us ride the Diverge in all these different races because it would be funny and hilarious to have our gravel team show up for the dual slalom and mountain bike race and the crit all on the Diverge, so I did that. I won the Pro crit on my Diverge, and everyone thought I was insane, including myself.

I was like, what are you doing giving me a gravel bike for a road race and a road bike for a gravel race? What are you guys trying to do to me? My teammate Cody Kaiser has done it before, so I asked him to help me understand what this thing is about. He helped me have confidence that I would be okay on the Roubaix, and I am not really into road shoes or pedals, so I rode mountain bike pedals. I’ve never actually done a road race with road shoes.

CXM: I only ride SPDs too, so that speaks to me. When I was in grad school, I couldn’t afford road shoes, and I still ride SPDs for everything.

SS: Yes! I have SPDs on all of my bikes because they’re affordable, and I think they work. At least for my level of my participation.

CXM: That’s pretty high! You’re winning Pro crits on a Diverge.

SS: I think racing on the Diverge was a psych-out technique.

CXM: Does the Roubaix have the Future Shock on it?

SS: Totally. The bike was awesome. It’s exactly like the Diverge but with less tire clearance. And, you can lock out the Future Shock, which is kind of cool. I jokingly made a joke about that last year when I got the Diverge, and it turns out, they made it. It was awesome.

I got to ride SRAM eTap for the first time the day before the race, along with the Roubaix. I’m really good at getting bikes the day before races. I haven’t ridden with a front derailleur in a while either. I felt like I was just shifting the whole time, mainly because the eTap was so smooth.

CXM: What tires did you run? What size?

SS: I had the Specialized Roubaix tire. I can’t remember if they were 28 or 30mm.

CXM: What kind of advice did Cody give you that proved useful? Or not useful?

SS: Cody was awesome before and during the race. We got to race together, which is a cool aspect of the Belgian Waffle Ride. You get to race with everyone. I was not thinking that way in the beginning when we were doing an open road quote neutral, not neutral start. It’s like 200 dudes. I was like, I never want to be a Masters man.

Before the race, Cody was like, you know, it’s more of a road race that has dirt sections. You can’t show up and be terrible on dirt, but you want to prepare for around 100 miles of road, which is interesting. It’s an interesting dynamic to have in a race. You’d see people’s equipment vary a lot. I saw cantilever brakes out there to like full-on road setups. No aero bars, that was good.

He was like, just run something you’re going to be confident in on the dirt, but just know that there’s a lot of road. I was like, what is this race? Is it gravel? Is it road?

A lot of people ran road shoes, but he said to just do what’s comfortable for me. The fact he had confidence in the Roubaix gave me confidence in it as well. I trust Cody knows his equipment and knows me at this point. We’ve spent more time together in the last month than last cyclocross season, and he knows what kind of rider I am.

It’s nice to have teammates you can help you with that kind of stuff. That’s kind of a new dynamic for me. I sometimes feel pretty isolated from the rest of the scene here in Durango. It was nice to have Cody as a resource because he had done the race before. Because I didn’t necessarily have confidence in my training, I was going to go in with confidence in my nutrition, preparation and mental state.

CXM: I think it’s interesting how these things play out. How did the beginning of the race go? Did the women line up separately? Did you start with the men?

SS: Looking back, I think the beginning is why I was so nervous. I had just heard that the beginning was this open road section and you had to make the group selection. I don’t really have a ton of road racing experience. When I lined up I was like, oh my gosh, I’m lining up to the French Cyclocross National Champion, a multi-time Irish road champion. I know who these ladies are, and I’m like, oh my gosh, I just tool around on mountain bikes in Durango. They’re going to crush me.

Honestly, my whole strategy in the beginning was to just stay safe. I always just kind of look for Meredith Miller. I was laughing with her because in college I made the Collegiate all-star team, and we got to race Nature Valley as a composite team. I’ve told her this story a million times, but she was like the only one who was nice to us because everyone sees college girls and they’re like, ugh, stay away from them, they’re sketchy.

I don’t even know how she knew me at that point, but she let me sit on her wheel. She was so nice. I was laughing with her at the end of the race because it was a flashback to college when I was like, Find Meredith’s wheel because she’s someone I knew I could trust.

The women basically had a divided down the middle starting line. Some of the women got to start on the front next to the men, but we were basically right next to them. We had our own little channel with a cluster of women amidst 200 dudes. It was nice to even get that little piece because it was an intense start. It was very very fast.

I don’t actually know if it was actually neutral. There was nothing neutral about it. There were attacks going off the front from the start. People were crossing over the double yellow. There was a lot of tension in the peloton. There was a peloton! I was white-knuckling the bars, and asked some guy, What happens next? He was like, there’s a U-turn!

I literally didn’t have time to process that and all of a sudden we were thrown into this U-turn. Everything was on at that point. I think people were getting off and running around the cone. It was just chaos.

Then when I got on the dirt, I wanted nothing to do with anyone and just went really hard. I tried to pass people, and I do feel like that’s where cyclocross definitely came in handy. I found myself being able to ride a lot of things that people had to dismount for. It allowed me to keep my heart rate lower and maintain my calmness.

Finding Meredith Miller is always a good idea. Singlespeed Women. 2018 Cyclocross National Championships, Louisville, KY. © A. Yee / Cyclocross Magazine

CXM: It’s always good to hear the cyclocross skills paid off.

SS: Finally, cyclocross was applicable for something.

CXM: Outside winning national championships and all that stuff you did this past year.

SS: Yeah, but you try to explain cyclocross to people, and they’re like, What the hell are you talking about? Eh, it’s European, don’t worry about it.

It was so disorienting because I thought literally all the women were in front of me at that point because I didn’t see anyone. I had no idea how many women were ahead of me from the road sections, so I rode like 40 or 50 miles thinking I was not even close to any of the ladies.

I realized I maybe wasn’t close to them because I was ahead of them. Fancy that.

CXM: Once the craziness settled down, how did you find out you were ahead of everybody and what was the plan from there?

SS: I never really found out I was ahead of everybody. It really was like Mile 50, after this long dirt climb. I honestly just thought the other women were so far ahead of me that I couldn’t see them. I did the Black Canyon climb and tried to settle into my own race. Again, that mental piece I was talking about before. Just embracing the pain and not worrying about the racing component and just worrying about staying fueled and doing my own thing.

After Black Canyon, I got onto this group, and my teammate Cody was in there. I rolled up next to him and was like, Cody, I think I might be winning. I haven’t seen any ladies. He replied, “Sarah, you’re for sure winning. Hop on.” It was funny. I kind of rode with his group for a while.

Getting in with groups was really motivating. I rode with those guys for quite a bit. I just felt good the whole day. I don’t know what it was. I think my fueling with real food helped me. I was drinking some calories, I was staying hydrated. Honestly, I ate a lot of peanut butter and jelly and potato chips.

CXM: Oooh, tasty.

SS: I didn’t really stop at the aid stations for the snacks, just because I wanted to eat real food. I don’t know, I was just having a good day out there. Every time I kind of felt comfortable, I would try to bridge to the next group ahead of me. I didn’t want to just settle because I had no idea where anyone was. In a race that long, I kept myself that anything could change, it’s a long race. Keep going hard now while you feel good.

CXM: Did they have aid stations with food? Did you pack food ahead of time?

SS: Kind of a little bit of all of it. I like questioning and learning from what other people do and making my decisions from there. It’s maybe not the best way to go about making big decisions. What I’ve learned is that everyone is super different. My teammate relied on goos and gels a lot. I know for me, my teeth just start hurting. I need to chew and eat food food, but that meant carrying a lot. You could see my pockets, I looked like one of the afternooners going out for a two-hour ride and bringing every possible thing you can bring.

I wanted to be super self-sufficient and not have to stop if I didn’t need to. Which was actually really hard because I love candy and I love socializing. I love stopping and talking to people. It’s why I race enduros. I love the social side of it. That part was hard, to just roll through and ask people for water and chain lube.

My strategy was a mixture of having my own and using what was at the aid stations. I brought too much, but I felt really prepared. I relied on two bottles at all times, knowing I would have to stop and fill those. I wanted to time that with lubing my chain. Then one pocket at like 10 goos and 4 packages of chews. The other pocket had four peanut butter and jelly and potato chip sandwiches. Now my secret is out.

CXM: I may steal that. That sounds tasty.

SS: I had actually talked to my coach and friend, he’s more of a life coach, and he was like, make the sandwiches with white bread. Don’t get super healthy, grainy bread. Get gross white bread. And then something for salt. I know I’m a heavy sweater, so I knew I had to get salt in there.

I also talked to Yuri Hauswald. He’s a friend and I’ve done some mountain biking with him.

I’m not kidding that I really tried to mentally prepare for this thing. I listened to a bunch of podcasts about endurance racing. A lot of it was running, but one of them had Yuri on it. It was an Outside Magazine podcast, and they had Yuri as like the gravel endurance specialist. I was like, Oh shoot, I should call Yuri and ask him about this. He’s like an expert.

And I am reading this book called Endure right now. I’m not usually into sports books, but this one goes into the mental side of pain and endurance and it’s super interesting. And I’m an art major, I’m not a science person. I’m a graphic designer. I don’t geek out, I don’t train with power, I don’t really do heart rate.

CXM: What are your plans with your gravel team and where should we look for you?

SS: I’ll be doing the whole what used to be called the Sierra Triple Crown. I had to miss Grinduro last year for Jingle Cross, but I think I should be able to go this year. I’ll be at Lost and Found. Honestly, in some ways, that race is a little more challenging in different ways. With the dirt, I think a gravel bike might even be underdesigned for that.

I’m going to do the new Oregon Trail stage gravel race. That will be something new and super interesting. Then I will be at Grinduro in Scotland and the U.S. And I’m hoping to make it to one that I can finally drive to in Steamboat. That one looks really brutal as well.

And I’m not really sure what I’m doing for cyclocross this year. I’m hoping to make it to Nationals?

CXM: Why wouldn’t you?

SS: I don’t have a team. That’s a whole ‘nother interview. I’m trying to figure out how this whole thing works. Cash sponsorship is obviously great, and the Tenspeed Hero / Specialized thing was a dream come true. Like, no one gets to do that out of the blue. I was a no one.

That was another funny part of the Belgian Waffle Ride. I think they’re used to like road racers or California people winning, so I finished and no one knew who I was. I was obviously not offended by that because that is literally the story of my career. There were a lot of amazing women in the field. I was so nervous to race against Olivia Dillon, she is such a crusher. And my teammate Alison Tetrick. They’re amazing. I totally understood why they didn’t know who I was.

They were like, Who the hell are you? Where did you come from? I was like, The moon! Or Durango.

CXM: Well those of us who follow cyclocross know who you are.

SS: Even people in the bike industry don’t know what cyclocross is. It’s so funny. I do this really short form of gravel racing. It’s called cyclocross. My boyfriend was like, just look at the Belgian Waffle Ride as like eight cyclocross races in a row.

That’s actually a tactic for breaking down endurance races that I’m learning from this book. Breaking it down into small goals, because if you look at the whole picture you’re kind of screwed.

CXM: At it least had the sectors to count down and get excited about because that’s when you made your move, right?

SS: Totally. I would love to say I had tactics going into this, but my only one was to go as hard as I could hold that pace.

CXM: Well awesome, thanks so much for your time. Looking forward to seeing how the rest of your gravel season goes and hopefully we will see you racing cyclocross this fall.

SS: You bet. Thank you.

The post Unknown No More: Sarah Sturm Wins Against Stacked Field at Belgian Waffle Ride appeared first on Cyclocross Magazine - Cyclocross and Gravel News, Races, Bikes, Media.

The only thing better than the personal triumph of completing a gravel event is completing that personal triumph for a good cause. In recent weeks, we have seen the Great Gator Gravel Grinder, Rasputitsa and La Grind all donate part or all of their proceeds to charity.

Last weekend, British Columbia’s Ride for Water joined them in raising money for a good cause. Saturday’s event helped provide funding for clean water projects in Ethiopia.

The event might be new, but the organization behind it is not. Before there was a Ride for Water, there was a Run for Water. Two years ago, some folks wanted to help the charity, but did not necessarily want to run long distances.

“In 2017 a local development firm, Diverse Properties, approached us and really wanted to support our charity and our work that is being done in Ethiopia,” event director Matt Scott said. “But they were not runners. They were cyclists and suggested we look at hosting a road cycling event.”

British Columbia has plenty of mountain biking and road fondo events, so those were off the table for the folks from Run for Water. There was, however, a discipline growing in popularity in North America.

“Around this time, there was a strong core group of local cyclists who were already riding gravel. With the Fraser Valley being home to hundreds of kilometers of logging roads, old-growth forestry roads and access to the Trans Canada Trail network, a gravel race in 2018 was just a logical step for us,” Scott explained.

The Ride for Water course featured trails of all kinss. 2019 Ride for Water. © Liam Dueck

“This year’s Ride for Water registrations raised $38,000 for clean water projects in the Bekyye region in Ethiopia. Hundreds of families will now have clean water for the first time in their lives because of our event. To date, the Run for Water charity has raised over $3 million for our clean water projects in Ethiopia and has drilled over 60 wells.”

Support for the Ride for Water also came from Easton Cycling. The company put up all the money for payouts to the Elite riders. Winners of both the Women and Men’s races took home $1,000 for their day of gravel work.

“Easton’s support for gravel racing has been amazing,” Scott said. “They’re really getting behind the growth of the gravel scene, and in particular our Ride for Water. We saw a definite increase in the number of elite riders this year over last. And being able to offer equal prize money for the Women’s field was important to us.”

This year’s impressive support from sponsors comes to an event that has grown quickly. Last year, we did a quick hit on the first Ride for Water. Scott said the event was a big success.

“We knew we had an amazing route and backdrop for a gravel event but we weren’t sure if there were enough local gravel riders to support a large scale race. Luckily for us, there was,” he said. “Based on last year’s turnout, we knew we were on to something and going in the right direction.”

This year, the Ride for Water offered three distances: a 27km Intro to Gravel, 85km Medio and 130km Epic. It was the Epic, with 2,200 meters of climbing, that offered the chance to race for cash.

Unlike spring classics such as the Belgian Waffle Ride, the Ride for Water was very much a gravel gravel race, with 80% of the course rolling on gravel, doubletrack or even singletrack. This year’s course swapped some flatter riding along dikes in the Fraser Valley for trails that make up the Trans Canada Trail network. Those trails are old-growth forest logging roads, so you know they got gnarly at times.

“We have a lot of mountains, a lot of forestry roads climbs and trails in our region. For us, gravel riding is everything from our house to the mountain vistas,” Scott said about the course. “To take full advantage of what our region has to offer, you’re going to have to climb.”

There were mountains to be seen at the Ride for Water. 2019 Ride for Water. © Liam Dueck

The Race

An impressive race calls for impressive fields.

Last month, we chatted with Courtenay McFadden about her first gravel experience. The cyclocross star was back at it in British Columbia, and she took home the win and $1,000 for her efforts. Morgan Cabot finished second and Dierdre Douglas took third. Suzanne Foster and Stephanie Jensen rounded out the wide-angle podium.

The Women’s podium finishers took home a nice pay day. 2019 Ride for Water. © Liam Dueck

For the Men, it was Spencer Paxson taking the win. Garrett Mcleod took second and Michael van den Ham third. Carsten Ivany and Craig Richey rounded out the top five.

Full results for the 130km Epic are below. Results for all races are available here.

Women's Results: 2019 Ride for Water

Men's Results: 2019 Ride for Water

The post Gravel Race: B.C.’s Ride for Water Grinds Gravel for a Good Cause appeared first on Cyclocross Magazine - Cyclocross and Gravel News, Races, Bikes, Media.

At the beginning of the year, the EF Education First WorldTour team made a bit of a splash when it announced some of its team members would be racing adventure races such as the Dirty Kanza 200 and Three Peaks cyclocross race.

Another WorldTour rider is doing the “alternative calendar” approach with a little less fanfare and a lot of success already. Trek-Segafredo’s Peter Stetina of California went back to his roots in a way when he lined up for last weekend’s Belgian Waffle Ride SoCal spring classic.

“It seemed like the right time and the opportunity to get back to my roots and have something fresh and a new challenge after 10 years on the WorldTour circuit,” Stetina said about the approach.

The rest of Stetina’s 2019 calendar will be announced as events approach, but the first stop on his alternative calendar—a week before the Tour of California—was the 133-mile mixed surface race that is not all that different than, say, the Strade Bianche that Stetina has raced several times.

As the race progressed, the field dwindled to Stetina, former WorldTour rider Ted King (Cannondale- SRAM- Roka- Velocio- UnTapped) and young gun Edward Anderson (Hagens Berman Axeon). After Anderson broke away with about a quarter of the race remaining, King and Stetina dragged back to the young rider, and then Stetina escaped on one of the course’s final rollers.

“My numbers were similar to being in the breakaway of a grand tour stage,” Stetina said about what proved to be a good training day. “Hard from the beginning, making the selection and then imagine the breakaway is coming to the line for the win instead of getting caught. It was a fun day. It was a hard day.”

Trek-Segafredo’s Peter Stetina won the 2019 Belgian Waffle Ride. photo: Trek-Segafredo

After the full experience of what seems to be the future of U.S. cycling, you can bet Stetina will be back.

“The cool thing about these races is they’re extremely relatable because everyone can do them. You have age groupers and people who are just trying to finish, and when they’re doing the same course as a pro, they can really appreciate the effort we’re putting in. Also, just being around that scene and having a beer after the race with people, people can see you’re just a dude who likes to rip bikes and shred off-road like they do.”

I caught up with the Belgian Waffle winner for a few minutes before he hooked up with his Trek-Segafredo teammates for the Tour of California. You can read the transcript of our conversation below. If you missed it, I also spoke with Women’s winner Sarah Sturm.

Interview: Peter Stetina, 2019 Belgian Waffle Ride Men’s Winner

Cyclocross Magazine: You’re a WorldTour rider, but you’re doing kind of the alternative gravel thing that is becoming popular. What was your reasoning behind doing the race?

Peter Stetina: I had actually been talking about it with Trek-Segafredo since I redid my contract at the end of last year. I started out riding on the mountain bike, and I had kind of planned to end up back there. I still train on the mountain bike and I love it. I even raced cyclocross as a Junior. I did it all, but I chose either the super fat tires or the skinny tires over cyclocross as I got older.

I’ve seen the way everything is transitioning. In Northern California where I live, we have these adventure races like the Grasshopper Adventure Series and the Bike Monkey Fish Rock events that are choose your weapon, water crossings, all that. They’re a big deal in my local community and the California scene in general.

You can see that’s where the hype is and that’s where everything is going. At the same time, in the U.S. the domestic road scene is struggling a bit, while WorldTour racing is fine and healthy. It seemed like the right time and the opportunity to get back to my roots and have something fresh and a new challenge after 10 years on the WorldTour circuit.

I kind of brought up the idea to Trek-Segafredo, and the management and Trek marketing thought it made a lot of sense. I’ll be at a select handful of adventure races throughout the year that we will announce as they’re coming.

CXM: The alternative approach of doing gravel and adventure races seems to be getting popular. Are you seeing a positive return from that already?

PS: I think so. I can tell you that from winning the Belgian Waffle Ride this weekend I have had probably twice as much outreach and support on social media and media hits than I got for finishing second place on Gibraltar Mountain at the Tour of California three years ago. It’s huge. I think that just shows how much stoke is around these events right now.

The cool thing about these races is they’re extremely relatable because everyone can do them. You have age groupers and people who are just trying to finish, and when they’re doing the same course as a pro, they can really appreciate the effort we’re putting in. Also, just being around that scene and having a beer after the race with people, people can see you’re just a dude who likes to rip bikes and shred off-road like they do. It’s only a bonus.

It’s also a new motivation for me. Having a fun alternative event like this allows me to reset my mind so I can get back in the trenches on the WorldTour and really push the limit in those big races.

CXM: Speaking of beer, your keg carry was super impressive.

PS: It was full. I want all the doubters to know it’s 100 percent full.

After crushing the 2019 Belgian Waffle Ride ⁦@peterstetina⁩ showed off the strength to wheel a keg out of the building for the after party in his hotel room. ⁦@lostabbey⁩ we were beyond impressed. #winning #belgianwaffleride pic.twitter.com/Sq2K5yvmtO

— Tomme Arthur (@TheTomme) May 6, 2019

CXM: Do you have any tips on how to pull that offer? It was hella impressive.

PS: That was actually my second keg carry. I have a grand fondo up in the Lake Tahoe area, and I partner with Revision Brewing, which is famous for its hazy IPAs, and its double IPA has won gold in international competitions. I have a namesake beer that’s released every fall called Pete’s Secret Stache, which is a hazy IPA.

We were doing some promo for that the first year we launched it, and I was tinkering around in the brewery and decided to ride past their mural wall with a keg. This is the second time.

CXM: You looked super pro. You have a lot of experience racing in Europe, and Belgian Waffle is kind of like a spring classic, do you think your experience helped you be successful at that race?

PS: I think so. I’ve raced Strade Bianche a few times. I’m normally a flyweight climber for the mountains, I have that off-road experience. All pro cycling is the same where whether it’s an important climb or a narrow funnel onto a dirt road or a crucial section, the battle in a WorldTour race, bumping bars and basically sprinting into an important part and fighting for position is universal. I do have that experience.

Also having my mountain bike background and our roads have character out here in Sonoma County, to put it lightly. It was kind of all of the above. I just love the adventure and getting off-road. I think that’s a misconception, a lot of people think roadies can’t ride dirt. I have quite a few teammates who know how to push the limits when it gets loose. That said, I also have a couple of teammates who can’t stay upright if they’re on a dirt road.

CXM: Did you talk to Ted King or anyone about what to expect?

PS: A little bit, yeah. I talked to Ted and even the organizers. Neil Shirley was a good resource. Just kind of picking their brains about all the basic things. Is there a follow car? You mean I have to bring all my food? I have to use a saddle bag? Wait, I have to change my own wheel? I was at the bike shop the day before buying valve extenders in case I flatted.

It’s not even like cyclocross where you have pits. The gravel scene is so new. Every race is different. It’s so new that there’s not really rules yet, it’s more guidelines. Everyone is doing something different in terms of equipment and how they’re going to run support.

The Belgian Waffle Ride was great. With the lead group, there was always a follow car with a box of gels, and there was a motorbike on the dirt sectors with bottles and stuff. We didn’t get to enjoy the bacon stops, this was a full-on race. I hope I can come back and just eat bacon and do the tequila stop.

CXM: Maybe post-retirement? When you’re Ted King 2.0. How did you get the win? Like the quick and dirty 2-minute summary of how you got the win.

PS: Yeah, there was this young Axeon kid [Edward Anderson] who was damn impressive. He actually gapped Ted and me out of the gnarliest dirt sector with about an hour left to race, and he was throwing down. I didn’t think we were going to get him back. That’s where all the photos of Ted with the gaping mouth came in, we were just trying to get back to this 21-year-old lanky young dude. I guess he’s a product of the NICA program, so he’s got some off-road skills.

Luckily, we caught him before the final long climb. I was cramping with two hours to go in the SoCal heat. As a pro, a lot of guys look at you to do a lot more of the work early on, and you’re targeted and raced against all day. I was fully throttled. I honestly thought I couldn’t get it. It got so long and so hard and so hot, we were all on our hands and knees.

I was actually able to gap the Axeon guy on the final climb, but then I got caught behind some of the short course Wafer riders in the final dirt downhill, and he came back. I had one last hit on a roller coming into the finish in the last 10 minutes of the race. It was not decided until the final kicker in the final miles.

I scraped the bottom of the barrel. I had to pull out all the tricks. The tactics and the smack talk, I started playing with his mind and everything.

CXM: What bike did you ride? What tires did you ride? And how did you make those decisions?

PS: I raced my Trek Madone Disc road racing bike. I had a normal handlebar instead of an aero handlebar for some better grip. I had race wheels that were tubeless 28mm. So tubeless clinchers with sealant. I pumped them up hard. I had 80 in the front and 85 psi in the rear.

A lot of guys looked at me like, are you sure you know what you’re doing? A lot of guys had 30, 32mm tires. A lot of guys had 60 psi or less. Mine were hard, but I trusted Trek. Trek is taking these adventure races seriously with me. They analyzed the course and talked to some friends who had done the race before, and they told me they thought that setup was the fastest.

I did some pre-ride recon in the two days before the event just to see some of the sectors, and the bike held up. Luckily, on game day I didn’t have any mechanicals. It was touch and go; I was definitely on the back foot on the dirt sectors. But I knew if I could get through the dirt sectors, at the end of the day, it was still like two-thirds road.

CXM: Did you run road shoes?

PS: Yep. There was only one dismount on the entire course for like five footsteps. The rest of it, I cleared the water crossing with all the guys and all that.

CXM: What did you think of the scene compared to what you’re used to?

PS: It was amazing. I was really impressed with the Belgian Waffle Ride organization. The website, the messaging, the camaraderie and community around it, it blew me away. Everyone was really appreciative of me as a pro roadie coming there. It was really nice to be embraced. Everyone is in this adventure scene together. Everyone gets to do this gnarly adventure together, but they’re all going to face their demons alone. It was really fun to be a part of.

Then afterward, there was a full-on pro finish. It was like a pro race. There was a clean-up area behind the podium with like professional photographers. There were drones and motorbikes with cameras on course. The beer was flowing after the race. The waffles before. It’s definitely a bucket list event for anyone who hasn’t done it.

CXM: Finally, you’ve done a lot of races in your career, but this one was a little bit new. What did you learn from the experience?

PS: I re-learned how to suffer. I don’t know, I feel like every race I learn to suffer to a new level these days. What was new? I found there were some muscles I didn’t know I had that got sore while off-roading with road bike handlebars.

I don’t know if I learned anything new, but I got an appreciation and a confirmation that this was the right call. Not even in terms of winning the event, but in terms of participating and having it be a fun day and an insane training day. My numbers were similar to being in the breakaway of a grand tour stage. Hard from the beginning, making the selection and then imagine the breakaway is coming to the line for the win instead of getting caught.

It was a fun day, it was a hard day. It was everything I wanted out of an event. I can turn my eyes to California now. I get back with the rest of the road team and have a win on my shoulders to lift me up and get back in the trenches and suffer more with them.

CXM: Thank you so much for taking the time to chat, I know you’re super busy. Good luck at Tour of California and hopefully we’ll see you at more adventure rides down the line.

PS: No worries man. It’s been full gas here. Thanks for the chat.

The post Trek-Segafredo’s Peter Stetina Returns to His Roots with Belgian Waffle Ride Win appeared first on Cyclocross Magazine - Cyclocross and Gravel News, Races, Bikes, Media.

In 2016, Fuji released its first-ever gravel bike, the Jari (pronounced JAR-ee), at Sea Otter 2016. To say that Fuji was new to the off-road scene, however, would not be true.

Fuji has a history in off-road racing, including sponsorship of four-time national champion Jonathan Page from 2013 through early 2017. Decades before that, the company supplied titanium cyclocross frames to legend Paul Curley.

In 2018, the brand returned to the forefront of competitive cyclocross to sponsor Jeremy Powers during his final season. Powers also put some time in on the company’s Jari gravel bike before announcing his retirement at some gravel races this spring. While the bankruptcy of parent company ASI put the brand’s future in jeopardy, it’s back under new ownershipit’s back under new ownership and ready to compete for gravel bike marketshare.

Initially offered in a steel or aluminum frame with braze-ons for all occasions, the first Jari was a budget-friendly entry that sought to serve gravel racers and touring riders alike. Fuji has now updated the Jari frameset with a high-end Fuji Jari Carbon 1.1 model.

We took a first look at the Jari Carbon 1.1 when we received our review bike, and today, we have a full review after putting it to the test over several months of mixed terrain riding. Find out if it is ready for your next adventure on gravel roads and beyond.

[caption id="attachment_126550" align="aligncenter" width="1140"] 2019 Fuji Jari Carbon 1.1 Gravel bike. © Cyclocross Magazine[/caption]

The Frame

The Jari Carbon 1.1 has a strong family resemblance to the alloy Jari introduced back in 2016, but it has been given a carbon overhaul. Fuji builds the frame with its C15 high-modulus carbon for a lightweight ride.

[caption id="attachment_126560" align="aligncenter" width="1242"] The Jari Carbon is built using Fuji’s high-end C15 carbon recipe. 2019 Fuji Jari Carbon 1.1 Gravel bike. © Cyclocross Magazine[/caption]

The frame features a number of threaded bosses for bottles, racks and fenders, and the overall geometry is similar to its alloy predecessor. However, at 950g (claimed frame weight), the Jari Carbon drops some weight while taking on a new character.

Fuji was able to get a bit more expressive with the tube shaping on the carbon frame. The down tube transitions to a beefy square-section shape as it meets the head tube, and the top tube is flattened on the top and bottom. The chainstays have some creative shaping, becoming thinner in the middle, to add compliance.

The frame and fork are finished in a satin black with matte gold decals. The black and gold theme is carried through the build as well, with matching decals on the WTB wheelset, and perforated bicolor bar tape with hints of gold showing through. There’s even gold-anodized spoke nipples, a stem cap bolt, and bar-end plugs to finish it off. Aesthetically, the package looks more like it’s filled with aftermarket upgrades rather than a stock bike.

[caption id="attachment_126554" align="aligncenter" width="1140"] Gold accents the bike throughout. 2019 Fuji Jari Carbon 1.1 Gravel bike. © Cyclocross Magazine[/caption]

Like many modern bikes, cables are routed internally for a clean look. The system works well, as there was no rattling during our testing. The cables can be accessed through removable panels on the top of the down tube and the bottom of the bottom bracket area.

While we didn’t re-cable the bike during our test, these two traits bode well for a relatively hassle-free experience by internally routed cable standards. The look is very clean, with the rear derailleur cable and rear brake hose exiting the chainstays right where they need to.

Fuji’s Altamira cyclocross bike (see our review here) has an old-school BB drop of 53-57cm depending on size. The Jari Carbon has a much lower bottom bracket, with a drop of 67mm in all but one frame size (69mm on the 49cm frame).

Is this aggressively low? Compared to Fuji’s cyclocross offerings, it might be, but compared to other gravel and cyclocross bikes, the Jari sits in the middle, if not a tad high. Factor in the higher volume tires and you’re closer to the cyclocross bike than the numbers might suggest.

The head and seat tube angles are not excessively slack, with 73-degree seat tube and 72-degree head tube angles on our 56cm review frame. Those angles are the same as Fuji’s Cross frame and similar to the higher-end Altamira.

The Jari Carbon 1.1 has a higher head tube than the Altamira, and combined with the lower bottom bracket gives a shorter reach and higher stack for a given frame size. Our 56cm review frame has a stack of 59.2cm and a reach of 37.9cm.

A bigger difference to the ’cross fan might be in the back, where the Jari Carbon’s rather lengthy 43.5cm chainstays. This might disappoint a ’crosser used to a tight-turning machine made to go through switchbacks in the tape, but you can’t review a bike just by looking at a geo chart.

The chainstays are flattened in the middle to provide compliance, and the longer length helps contribute to the healthy tire clearance. The included 700c x 43mm tires fit with plenty of room to spare.

Fuji claims maximum clearance for 700c x 47mm or 650b x 2.2″ tires. This is a good amount of room, but maybe not quite as much as bikes such as the Chumba Terlingua we recently reviewed. If you are trying to cram wider rubber in, the clearance issues are likely to occur at the fork, not the frame, thanks to the former’s sloping crown shape.

[caption id="attachment_126553" align="aligncenter" width="1140"] Clearance around the 43mm tire looks a bit tight, so fenders and high volume rubber may be decision rather than a combination. 2019 Fuji Jari Carbon 1.1 Gravel bike. © Cyclocross Magazine[/caption]

The Build

While many gravel/adventure bikes have been following the footsteps of their cyclocross brethren in offering 1x drivetrains, on longer rides, some miss the wide range and tighter spacing of cogs provided by a double.

Fuji shipped our Jari Carbon 1.1 with a 2x Shimano drivetrain. The front has an “adventure” 46/30t chainring combo with a mechanical Ultegra FD-R8000 derailleur. Although Shimano has now released the GRX gravel groupset, the Jari Carbon 1.1 avoids a bouncing chain with the Ultegra RD-RX800 clutch derailleur in the rear.

[caption id="attachment_126565" align="aligncenter" width="1140"] New for 2018, the Shimano RX800 derailleur features a clutch to prevent chain detensioning over rough terrain. 2019 Fuji Jari Carbon 1.1 Gravel bike. © Cyclocross Magazine[/caption]

The adventure chain ring combo on the FSA Energy Modular crankset paired with the 11-34t Ultegra cassette gives a slightly lower climbing gear than a 1 x 11 drivetrain with a 40t ring and 11-42t cassette. It’s identical gearing to the double Shimano GRX RX600 group just released, with parts available today.

Stock wheels on our Jari Carbon 1.1 were alloy WTB i23 Light KOM tubeless clinchers. The wheels had a wide 23mm internal width, making them decidedly gravel-oriented.

Panaracer GravelKing SK TLR tires in 700c x 43mm were mounted to the wide rims. The tires are tubeless-ready out of the box, and they fit comfortably with the wide clearance of the Jari frame and fork.

[caption id="attachment_126551" align="aligncenter" width="1140"] The Jari ships with Panaracer tubeless ready tires and WTB tubeless rims. 2019 Fuji Jari Carbon 1.1 Gravel bike. © Cyclocross Magazine[/caption]

Most bikes that come with house-brand cockpit parts aren’t going to contain too many surprises, but their house-brand Oval Concepts 235 flared drop bar stood out. The bar had an aggressive flair that paired well with the Shimano hoods and levers.

[caption id="attachment_126559" align="aligncenter" width="1140"] The Oval Concepts bar is aggressively flared. 2019 Fuji Jari Carbon 1.1 Gravel bike. © Cyclocross Magazine[/caption]

The handlebar came wrapped in stylish and grippy perforated two-tone black and gold bar tape and was capped off with gold-anodized bar plugs, continuing the color theme of the bike. The Oval Concepts 925 seat post is our preferred two-bolt style, and the saddle was an Oval Concepts x38 model.

[caption id="attachment_126555" align="aligncenter" width="1140"] The Jari Carbon 1.1 includes a carbon Oval Concepts seatpost. 2019 Fuji Jari Carbon 1.1 Gravel bike. © Cyclocross Magazine[/caption]

Keeping with the adventure theme, the Jari Carbon 1.1 comes with a Bento box-style bag mounted to the top tube bosses. Underneath the top tube, there’s a silicone pad for shouldering, which we didn’t feel was really in the right spot for a full-on run-up, but is appreciated nonetheless.

[caption id="attachment_126552" align="aligncenter" width="1140"] Unlike the alloy and steel frames, the Jari carbon ships with a custom zippered Bento box for storage. 2019 Fuji Jari Carbon 1.1 Gravel bike. © Cyclocross Magazine[/caption]

Another adventure-oriented addition is a thick silicone frame protector on the underside of the down tube.

[caption id="attachment_126568" align="aligncenter" width="1140"] The Jari carbon includes a pad for more comfortable bike portage. 2019 Fuji Jari Carbon 1.1 Gravel bike. © Cyclocross Magazine[/caption]

The bike has a claimed weight of 18.5lbs. Our complete size large build weighed just a hair over 20lbs, tubeless. Without wheels but with thru-axles, the bike weighs 12.6lbs.

The Ride

Despite Fuji’s clear delineation between its pair of cyclocross bikes and its gravel-focused Jari line, the Jari Carbon 1.1 rides like a ’cross bike. Which is to say, it felt immediately familiar on local trails.

I felt that the steering was a tiny bit vague on the road at first but chalked it up to the Panaracer GravelKing SK tires and perhaps the slightly rearward weight distribution on this bike compared to what I’m used to.

Once I got onto the dirt, I felt right at home on the Jari Carbon 1.1, taking it up and down the typical (and some not-typical) test trails. I typically ride a cyclocross bike year-round on all types of terrain and prefer a taller headtube and lower bottom bracket. Much to my surprise, the Jari felt like a cyclocross bike with wide tires.

Any sort of slowness in handling due to the longer chainstays was imperceptible on road and trail use, as there weren’t any taped-in turnarounds to navigate. While it’s not sold for cyclocross, this one might be particularly well-suited to the mud and ruts, given that it really behaves like a cyclocross bike and has mud clearance to spare

Both the curved seatstays and flattened chainstays are designed to provide suspension in the rear triangle. I could not detect any noticeable flex, but I did not necessarily grind out 100 miles on gravel roads, where it might come in handy.

Although I had to return the Jari Carbon 1.1 before the long miles of next month’s Lost and Found Gravel Grinder, the bike has a comfortable feel, and I would have no qualms riding it for that event or farther.

The Panaracer GravelKing SK TLR tires were a nice tire choice, considering that they’re relatively high-volume and tubeless-ready right out of the box. While nobody would ever confuse them with a true mud tire, they did better than expected during several unexpectedly muddy weeknight rids.

Some credit here might go to the geometry and gearing, which let us stay seated with all of our considerable off-season weight over the rear tire. But most of the credit goes to Panaracer’s engineers, who have been tinkering with the tread pattern, casing, colors (and name) of their ever-evolving GravelKing lineup for years.

[caption id="attachment_126558" align="aligncenter" width="1140"] While seatstay bridges to present a surface on which mud may accumulate, they also allow for easier mounting of a fender. 2019 Fuji Jari Carbon 1.1 Gravel bike. © Cyclocross Magazine[/caption]

On pavement, the GravelKings rolled quickly, and were remarkably predictable when leaning the bike over, due to the consistently-sized, tightly-spaced tread blocks. After riding them on the Jari, I might pick up a set for my own bike.

The WTB KOM Light i23 wheels are designed for easy tubeless setup and paired easily with the GravelKings. I appreciated the wider 23mm internal rims knowing the bike is designed for wide tires.

[caption id="attachment_126563" align="aligncenter" width="753"] Details matter. Fuji equipped the Jari Carbon with gold spoke nipples. 2019 Fuji Jari Carbon 1.1 Gravel bike. © Cyclocross Magazine[/caption]

As hinted above, the adventure chain ring combo and relatively wide 11-34t cassette were a good fit for gravel riding. The 46t big ring provided enough gear for hammering, and the package felt more versatile for both road and dirt rides than a typical 1x setup with a 38 to 42t front ring.

When riding got hilly, being able to drop down to the closely spaced low gears allowed me to stay seated more frequently than I would be able to with a compact road or 1x drivetrain. I can see this being a luxury when riding the Jari Carbon 1.1 loaded down with gear.

Speaking of spots to mount stuff, the large front triangle of the Jari Carbon 1.1 should provide ample room for partial or full frame bags, and the rest of the frame has plenty of spots to attach bottle cages. There is room for three on the inside of the front triangle, one underneath the down tube and one on each fork blade. There are also fender mounts front and rear, making it an option for bikepacking as well as your more traditional one-day gravel grind.

One mounted item I was less than thrilled with was the included Bento box bag. While it attracted plenty of attention and looked well-executed, I could not find a good use for it. It was barely tall enough to hold an energy bar, let alone a phone or camera. While it might be aimed at riders packing compact gels, it does not seem very functional for people who prefer solid food. At the same time, it was not low-profile enough to avoid being hit by my knees and legs when the riding got steep and sketchy.

Finally, riding gravel across the country can get pretty sketchy, so it was nice knowing the silicone pad was under the down tube when rocks and stones started flying around. It was a nice application of mountain bike innovation to the gravel/adventure discipline.

The Verdict

While many of us have a few (or more) bikes in the stable, we’re not looking for bikes that unnecessarily limit us. So when adding a new bike we ask ourselves what it will do for us.

This bike provides all the utility that our older ’cross bikes did, back when fender and rack eyelets were the norm. But it does so while also having a totally modern and lightweight frame and providing clearance for the wider tires that are en vogue for bikes we ride all year round.

While there are other gravel and adventure bikes that push the boundaries further, geometry-wise, the Jari stays pretty true to what we look for even in a regular cyclocross race frame. So it feels familiar, while still fitting larger tires and containing more braze-ons and space to carry gear than the typical “race” bike does.

With a great build on a frame with predictable handling and a bit of style in the finishing kit, I was sad to say goodbye to the Jari Carbon 1.1 when it was time to return it to the company.

The Jari Carbon 1.1, at $3k, seems like a decent value for an Ultegra RX800 bike, decent WTB wheels, tubeless-ready Panaracer rubber, and some nice aesthetic details. At this price level, many competitors offer SRAM Rival 1, Apex 1 or Shimano 105 drivetrains.

It’s worth noting that Fuji also has a Jari Carbon 1.3 coming, with Rival 1 for $2599. You’ll save $400, and get 11 fewer gears. You’ll have to be the judge as to whether that’s a good tradeoff.

Not sure if this is the right bike for you? You’ve got time to mull that decision over. Both models of the Fuji Jari Carbon won’t be out until late summer.

For more on the Fuji Jari Carbon 1.1, see the specs and photo gallery below.

Fuji Jari Carbon 1.1 Gravel/Adventure Bike

Frame: Fuji C15 one-piece carbon, flat mount, 12mm thru-axle
Fork: FC-440 Cross carbon monocoque, flat mount, 12mm thru-axle
Front Derailleur: Shimano Ultegra FD-R8000
Rear Derailleur: Shimano Ultegra RD-RX800
Crankset: FSA Energy Modular, 46/30t chain rings
Cassette: Shimano Ultegra, 11-34t
Shift/Brake Levers: Shimano Ultegra R8000 STI hydraulic disc
Brakes: Shimano Ultegra hydraulic disc, flat mount
Rotors: Shimano Ice Tech Freeza, 160mm
Wheelset: WTB KOM Light i23, alloy
Tires: Panaracer GravelKing SK TLC, 700c x 43mm, tubeless-ready, tubes installed
Handlebar: Oval Concepts 325 flared drop
Seat Post: Oval Concepts 925
Saddle: Oval Concepts x38
Others: Top tube bento box, shouldering pad

Photo Gallery: Fuji Jari Carbon 1.1 Gravel/Adventure Bike

2019 Fuji Jari Carbon 1.1 Gravel bike. © Cyclocross Magazine

The post Ridden and Reviewed: Fuji Jari Carbon 1.1 Gravel/Adventure Bike appeared first on Cyclocross Magazine - Cyclocross and Gravel News, Races, Bikes, Media.

The last two years have been ones of transition for Curtis White (Cannondale p/b CyclocrossWorld).

During the 2017/18 season, White graduated to the Elites and then graduated from New York’s Union College. This past season, White decided to go all-in on cyclocross, a decision that yielded a Pan-American Championship, second-place at Nationals and finish just outside the Top 20 at Bogense Cyclocross Worlds.

Curtis White had a cyclocross season to remember. 2019 GP Sven Nys, Baal. © B. Hazen / Cyclocross Magazine

As far as we can remember, White has spent most of his springs and summers racing on the road for a professional team. This year, however, White is putting together his own road program, with an eye toward the fall.

“I will be racing on the road, but I’m looking at races that will be the ideal preparation for cyclocross,” White said. “This is an opportunity that I’ve never had before, and I want to make the most of it.”

A big part of White’s spring has included gravel racing. White has been dueling with Anthony Clark at New York’s Durty Bikes Series, and he also headed north to Ontario for Paris to Ancaster.

“When creating a program built around what would best prepare me for my goals, gravel racing fit perfectly,” White explained. “I’m using the same equipment as I would for cyclocross, and it has been a motivating way to train through the wet and cold spring in the Northeast.”

White said he has enjoyed the scene and the challenge of the races that are, at times, quite literally a grind. The toughest part of the experience for the seasoned vet at all levels and in all disciplines?

“Trying to drop Anthony Clark,” White siad.

Dropping Anthony Clark has not been easy for White this spring. 2019 Hills of HighTor Gravel Race, New York. © Anne Pellerin

We caught up with White to ask him about his 2019 gravel season thus far.

Interview: Curtis White on His Gravel Spring

Cyclocross Magazine: You get a nice break after Worlds? When did you start training again?

Curtis White: I did have a nice break after Worlds, it felt forced though. I didn’t want to halt the momentum and motivation that I had. I took four weeks completely off the bike. It was the longest break I’ve taken in a while, but it was absolutely necessary.

This is a big transition year for me, in that I just graduated college and am no longer racing for a professional road team. It’s an incredible opportunity for me to build the ideal program and schedule.

I enjoyed some skiing through February, but I started training on the bike again March 4th, exactly 4 weeks after Worlds. With no longer having commitments to a road team, I was able to get in the biggest base block of my career. Nothing was rushed, it was exactly how I wanted it. I was also able to get more time in the gym than I ever have pre-season.

White got a bit of a break after his 21st at Worlds. Elite Men. 2019 Cyclocross World Championships, Bogense, Denmark. © K. Keeler / Cyclocross Magazine

CXM: It looks like you’ve really jumped into gravel racing this year. What was the thought process behind that?

CW: This past year, I committed to cyclocross being my main focus. Creating a program built around what would best prepare me for my goals, gravel racing fit perfectly. I’m using the same equipment as I would for cyclocross, and it has been a motivating way to train through the wet and cold spring in the Northeast.

Aside from the practical reasons, everyone that I’ve talked to has spoken very highly about their experiences racing gravel. I wanted to be part of the growth and see what the atmosphere was like.

CXM: Your last result on usacycling.org is Louisville Nationals, are you still going to be racing on the road this year?

CW: I will be racing on the road, but I’m looking at races that will be the ideal preparation for cyclocross. This is an opportunity that I’ve never had before, and I want to make the most of it.

CXM: With the growth of gravel, do you see a future path as a gravel specialist during the ’cross offseason?

CW: Not as a “specialist,” no. I’m really enjoying gravel racing, but it seems like there are so many interpretations for what gravel should be. I was drawn to it because it’s new, interesting and different everywhere. Every event is unique. For me, I see it as a great compliment to cyclocross.

CXM: How is gravel similar and different from road racing?

CW: In the New York Durty Bikes Gravel Series that I did over the last few weeks, there were some aspects that resembled a road race. There was neutral support, and the races were short enough to where tactics were a legitimate factor. We were also fighting for KOM and overall series points.

But the atmosphere is where I’m noticing the biggest difference. It’s a more laid-back environment, everyone gets what they want out of it. The promoters are able to sell more of an experience, and I think that’s huge.

CXM: You’ve been battling with some other ’cross dudes. What benefits do you see of doing longer races with respect to cyclocross?

CW: This is the time of year where I’m focusing on building a solid foundation for the rest year. Most of these gravel races, or gravel grinders, are an actual grind. They don’t require the same sharpness that mountain biking, road or cyclocross would. Over the last few weekends, I’ve been seeing great 20’, 60’ and 90’ power in these races. My focus will shift as I gear up towards races that require sharper efforts.

CXM: Some of the races we’ve seen you at have been in the 60-70k range. Do you have plans for longer 100, 150, 200-mile races?

CW: At the moment, no. I’m definitely open to doing these longer races though. I think they could be very beneficial and a lot of fun. I will say that I am enjoying the Northeast gravel scene before I jump into some of the longer, more well-known races.

CXM: Kaitie [Keough] try talking you into doing the DK200?

CW: She did … But she’s tougher than me. I think I need another year to prepare. We’ll see.

CXM: I’m assuming you’re riding your SuperX? What tires are you running? 1x or 2x up front?

CW: I’m running my exact cyclocross setup. I’m riding my Cannondale SuperX with SRAM 1x, same gearing as I would for ’cross. I chose to stay with 33mm Vittoria Terrino Mixes. Just about everyone I know has been running 40mm tires for gravel, and I understand why. My goal is to become as familiar with my equipment as possible. I want to know where the limits are, so I’m better prepared for cyclocross.

CXM: What do you think about the gravel scene so far?

CW: I’m really enjoying it, and I totally understand why it’s grown so quickly. I grew up in a pretty rural area and have always loved exploring back country roads. You don’t have to worry about cars, red lights or any other distractions. There’s a real sense of freedom. It kind of touches on the true spirit of cycling and reminds many people of why they got into it in the first place.

Also, the promoters are able to sell more of an experience, in my opinion. I said it earlier, but I believe that’s the most important part of why gravel is growing and drawing people from other disciplines. I think there are a few lessons from the gravel scene that some road and cyclocross race promoters could take away.

CXM: Toughest part about gravel racing?

CW: Trying to drop Anthony Clark.

CXM: Yeah, what’s it been like duking it out with Anthony and JPows on gravel instead of the mud and ruts?

CW: It’s great to see each other outside of cyclocross. The entire cyclocross season is only six months, so we don’t really get the chance to race and train together outside of that window. There’s good camaraderie between us, we enjoy riding hard and pushing each other. Powers is a solid diesel, but Anthony is like a caged animal. Anthony attacks up almost every climb, but we are able to slowly reel him back in.

White has battled against some cyclocross friends at the Durty Bikes Series. 2019 Ossian Giant Gravel Grinder, New York. © Anne Pellerin

CXM: Most unexpected part?

CW: How much I would enjoy it.

CXM: Where should we look for you the rest of the summer?

CW: Aside from gravel, I’m looking to incorporate a number of mountain bike and road races into my preparation. I’ll take the start in a few of the Canada Cup and Bubba Burger MTB series races here in the Northeast. For road, I’m trying to nail down logistics for Tour of America’s Dairyland, Intelligentsia Cup and a few others. I’m trying to piece together logistics still, but the objective is to try and simulate a stage race effect with some sharp, intense racing.

I’ll also be coaching at Geoff Proctor’s Montana Cross Camp in July.

CXM: Awesome. Sounds like I will have to make the trip to Milwaukee to see you race at ToAD.

CW: Thanks. Looking forward to it.

The post Curtis White Adds Some Gravel to His Travel This Spring as ’Cross Prep appeared first on Cyclocross Magazine - Cyclocross and Gravel News, Races, Bikes, Media.

Last weekend, the fourth-annual Black Fork Gravel Grinder took place in Loudonville, Ohio. The event, in only its second year as a race, drew participants from across the region and has been steadily gaining a reputation as a top-notch event.

Like many iconic gravel events, the Black Fork Gravel Grinder was started from a desire to share local roads with the greater cycling community. Born out of necessity, the route was created by Matt Simpson and Jay Clipse in order to train for the Mohican 100 while trails were closed. Recognizing they had found something special, the two spent the next year developing a course to share with the world.

“It’s one of the best out there, we know that for sure,” Clipse told Cyclocross Magazine. “We’re in our fourth year, second as a race. We started out slow to make sure that it was going to catch on as we were hoping.”

Catch on, it did. The response has been “overwhelming,” with an increase in ridership by 20% for this year alone, which translates to nearly 100 new participants every year.

As a young race, much of the field is local to nearby Columbus, Cleveland and Pittsburgh although the event draws a regional crowd, with riders from up to a dozen states every year.

This year’s event featured distances of 23, 30 and 54 miles, with the latter serving as the marquee event.

The Black Fork Gravel Grinder had a tough challenge and pretty views. 2019 Black Fork Gravel Grinder, Ohio. © Alecia Simpson

Despite its young age, the race has already developed a culture, one that brings riders back each spring.

“The character of the race is a mullet. It’s a party in the back, business up front,” Clipse explained. “You’ve got your racers that are hardcore, and they’re going to stay up front. Then you’ve got the folks that just want to go out, just want to have a ride and see the scenery, talk on the gravel. That’s the party in the rear. We treat them all the same. It’s all-inclusive.”

Speaking of parties, the race holds quite the gathering at the finish line. Volunteers are waiting at the finish with a cold beer for every rider, and catered meals are available post-race.

“We decided early on we were going to have a quality event. That’s what was going to bring the folks in,” said Clipse. “We treat the first place racer just like the last place rider who’s coming in six hours later. We’re going to make sure they have a hot meal, we’re going to make sure they have a cold beer, and we’re going to make sure that everybody is cheering them on when they come in.”

The event is serious about its commitment to giving every participant a great experience. Volunteers staffing aid stations are paid for their time, encouraging a staffed snack table for everyone regardless of their position. The sweep car follows last place as a rule, and there is a special celebration as the final riders roll in.

While the format has changed in the initial years of the event, going forward the race is going to remain largely as it is now, with a welcoming atmosphere for racers and more recreational riders alike.

“We want to make sure that encompasses everybody. We want the folks that want to come out and just ride, we to include them as well. We also want the fastest racers, we want the pros to come out and race too. All inclusive. It’s going to stay that way,” Clipse guaranteed.

The race has cultivated a fun post-race vibe. 2019 Black Fork Gravel Grinder, Ohio. © Alecia Simpson

Even with rain moving in as the day grew on, riders stuck around late into the afternoon as the final riders came in. Clipse compared the post-race extravaganza to past years.

“You never know what the weather is going to be in Ohio, but the vibe is the same. No matter what, the vibe is going to be the same. There is going to be a party afterward. Everybody is going to cheer everybody on. It’s the same as every other year, just a little bit of wet weather.”

The Race

The 54-mile race was the marquee, timed event for the Black Fork Gravel Grinder.

Jen Toops took the Women’s 54-Mile win. Haley Wickstrom finished second and Melissa Hiller third.

Women’s podium. 2019 Black Fork Gravel Grinder, Ohio. © Alecia Simpson

Top Men’s 54-mile honors went to Jake Henningsen. Travis Iles and Aaron Coxen rounded out the podium finishers.

Men’s podium. 2019 Black Fork Gravel Grinder, Ohio. © Alecia Simpson

Full results for the 54-mile race are below.

Women's Results: 2019 Black Fork Gravel Grinder

Men's Results: 2019 Black Fork Gravel Grinder

The post Gravel Race: Young But Mighty Black Fork Gravel Grinder in Ohio appeared first on Cyclocross Magazine - Cyclocross and Gravel News, Races, Bikes, Media.

All of these tweaks have merit and can make a difference. Yet too often we forget the very first items to come into contact with the bumps: tires and wheels.

While we won’t debate tire volume, pressure and construction here, wheels’ role in ride quality is often overlooked. They translate anything that your tires don’t absorb into the frame and fork.

Spinergy hopes those vibrations and impacts will be less for those who are riding its wheels.

Spinergy Returns to Drop Bar Dirt Riding

Old-timers may remember how Spinergy dominated the top-end of cyclocross racing in the 1990s. The eight-spoke carbon fiber wheels were the choice of World Champs Daniele Pontoni and U.S. National Champion Jan Wiejak, as well as amateurs hoping for a winning look or ride.

[caption id="attachment_95674" align="aligncenter" width="1254"] Wiejak stormed to a National Championship in Leicester, Mass, riding Spinergy Rev-X wheels. © A. Yee[/caption]

While engineers and wannabe engineers can endlessly debate the merits of using carbon fiber spokes in both tension and compression, Spinergy wasn’t the last of companies to do so. Lightweight and the now-defunct Madfiber both did the same, albeit with more spokes.

Today, Spinergy is still focused on making composite-spoked wheels, but now it employs Polyphenylene Bensobisoxazole (PBO) fiber spokes in a more traditional-looking build. The goal is both comfort and weight savings, not aerodynamics.

Some might remember Spinergy had offered composite Spox spokes made from Vectran in the past, which touted the same benefits, but were prone to stretching and then breaking.

The Spox are long gone, and the company says its PBO spokes have many years and miles of testing and a proven track record. They don’t stretch and don’t lose tension over time, and are said to be much stronger than the old Spox. Spinergy has been using the PBO spokes for over ten years with much success.

[caption id="attachment_134925" align="aligncenter" width="1140"] Spinergy’s PBO spokes come in 8 different colors, including a more stealth black. © Cyclocross Magazine[/caption]

Spinergy claims the PBO fiber spokes are three times stronger than steel at half the weight. There is a water and UV resistant composite coating that protects the fibers and is available in 8 colors. Another claim is the PBO spokes have impact absorbing and vibration damping qualities that give a more comfortable ride. A lightweight, comfortable ride sounds pretty appealing for cyclocross and gravel. Do such claims ring true?

We received two models for testing late last year. An early model of the new GX gravel wheels, and the Z Lite Disc for review.

The Builds

The $799 Z Lite Disc features an aluminum rim that measures 18mm internal, 23mm external and is 24mm deep. This is the same rim as the rim brake Z Lite, with a visible brake track. It employs 24 two-cross spokes both front and rear on the driveside, with radial on the non-drive side. Our test set tipped the scales at 1,591 grams for the set, quite a bit more than the 1,487-gram list weight. Our review package had bright green PBO spokes, making them hard to miss.

[caption id="attachment_134912" align="aligncenter" width="1159"] Spinergy’s PBO spoke Z Lite Disc wheelset is available in shocking spoke colors, but offers a smooth ride. © Cyclocross Magazine[/caption]

The $849 GX gravel wheels serve up specs that many of our readers will be more excited about. Spinergy swaps in a much wider rim for the GX gravel wheels, with a 24mm internal, 28mm external, 20mm deep matte “sandblast” black alloy rim. The GX wheels also use 24 PBO spokes front and rear. There’s also a 650b version available, which is, as you might expect, a tad lighter at 1450g, and retails for the same price. Prefer a deeper rim? Spinergy offers a carbon rim GXC version that offers a 32mm deep rim, but no weight savings.

[caption id="attachment_134913" align="aligncenter" width="1210"] Spinergy’s PBO spoke GX gravel wheelset weighs under 1500g and retails for $849. © Cyclocross Magazine[/caption]

Our GX wheels were quite stealth—black spokes on a black rim—and didn’t beg for attention. Unless you got close and saw the bigger spokes, you might not notice they’re any different than standard wheels. With eight colors of PBO spokes available, you can choose whether your wheelset begs for attention or rides by quietly. You can even mix and match colors of spokes with a custom build.

The GX wheels have a list weight of 1,520g, but unlike our Z Lite Disc wheels, our set was lighter that list weight, at 1,505g. Since their release, Spinergy has opted for lighter end caps and axles, and lists the weight has dropped to 1,495g. Of course, the weights will vary a bit whether you choose QR or thru axle.

[caption id="attachment_134928" align="aligncenter" width="1140"] Spinergy’s PBO spoke GX gravel wheelset offers different end caps for QR or thru axles. © Cyclocross Magazine[/caption]

Both wheelsets use Spinergy’s proprietary nipples, the truing process, if necessary, is a bit more involved than with standard wheels. You hold the external nipple (really a spoke end) to keep it from rotating with Spinergy’s wrench (supplied), while tensioning the nut from inside the rim with a T-handle socket wrench.

[caption id="attachment_134915" align="aligncenter" width="1140"] Spinergy’s PBO spokes are trued by tensioning the nut with a T-wrench, while holding the spoke end with a separate tool. © Cyclocross Magazine[/caption]

That requires you to remove the tire and tubeless tape, but truing (or replacing a spoke) should hopefully be a rare if not nonexistent situation, given the spoke’s touted strength.

[caption id="attachment_134914" align="aligncenter" width="1195"] Spinergy’s PBO spoke Z Lite Disc wheelset uses the same rim brake rim as the Z Lite, opening up opportunities for use on both rim and disc brake bikes. The spoke end uses a special tool to hold it in place to prevent twisting during truing. © Cyclocross Magazine[/caption]

Tubeless tires popped on easily, without issue, with a compressor pump. With sealant, they passed our finger burp tests, and more importantly, didn’t burp out on the trail or gravel road.

[caption id="attachment_134930" align="aligncenter" width="1140"] Spinergy’s PBO spoke GX gravel wheelset features a 20mm deep, 24mm (internal) wide rim with subtle bead-retaining lip. © Cyclocross Magazine[/caption]

The Ride

“You will feel the difference once you ride,” said Spinergy’s Rene Leva, Director of Sales.

We were anxious to see if those words would ride (and remain) true.

We initially split up the two wheelsets between two testers and set off to ride our typical haunts. The GX wheel, with the familiar, versatile 38mm Ritchey Megabite tubeless tires, surprised with a quiet, smooth ride. The best description was that it felt like we had a few psi less in our tires, but without any additional squirm.

[caption id="attachment_134931" align="aligncenter" width="1140"] Spinergy’s straight-pull PBO spoke GX gravel wheelset. © Cyclocross Magazine[/caption]

To put it in context, just riding along on both pavement and dirt roads, it was more noticeable than typical differences in frame material or construction, but less than adding suspension components like stems or posts, or swapping a burly nylon 30tpi tire for a high-quality supple one.

You might be able to feel a difference, but will it make a difference? Add up that vibration absorption over the course of an all-day gravel event and it might.

The Z Lite Disc wheelset didn’t quite leave the same impression as the GX wheels, but our tester followed Spinergy’s recommendation of using cyclocross-width tires and rolled on burly 415g ERE Research Tenaci 33mm tubeless tires. The combination of the narrower tire, narrower rim and heavier wheelset masked much of the potential benefits that the PBO fiber spokes promise.

[caption id="attachment_134918" align="aligncenter" width="1128"] Spinergy’s PBO spoke won’t win any wind tunnel tests, but the company has a bladed version for an upcharge. © Cyclocross Magazine[/caption]

Because tire choice and tire volume play a major role in ride quality, we’ll say this. For cyclocross and gravel tires, the GX wheelset is a better riding wheelset, simply because of the added tire volume the 6mm-wider rim provides. The wider rim serves up about 2mm more tire width, depending on tire size, with better support in cornering.

The Z Lite Disc is interesting due to its rim brake and disc brake possibilities for more than one bike in the quiver, but that’s most likely only useful as a rim brake wheel on the front, unless you have an old rim brake mountain bike 29er around.

[caption id="attachment_134916" align="aligncenter" width="1140"] Spinergy’s PBO spoke come in eight different colors. You could even choose several colors for a custom build. © Cyclocross Magazine[/caption]

Vibration absorption is nice and all, but does that translate into a whippy, flimsy wheelset? The spokes have more flex when you squeeze a pair in your hand, yet the lateral deflection of the wheel when leaning on the rim is no more or less than a typical wheel with metal spokes. In sprints and on steep climbs, our amateur thrashing and overly-ambitious bike swinging didn’t translate into any unwanted squirm that we could attribute to the wheelsets.

[caption id="attachment_134935" align="aligncenter" width="1140"] Spinergy’s PBO spoke GX gravel wheelset has 2x lacing on the drive side, and radial on the non-drive side. © Cyclocross Magazine[/caption]

Will the proprietary PBO spokes translate into measurable benefits? That’s beyond the scope and lab equipment of this review, but perhaps the question is, will you appreciate a smoother ride? And could you feel fresher after many hours of riding a smoother wheel? Our gut says it’s possible, if not likely.

[caption id="attachment_134924" align="aligncenter" width="1140"] Spinergy’s PBO spoke Z Lite Disc wheelset uses PBO fiber spokes that are said to be lighter, stronger and more impact resistant than steel spokes. © Cyclocross Magazine[/caption]

Could the larger diameter spokes (compared to steel) and increased aerodynamic drag could offset any gains from a smoother ride? Intuition says yes, but Spinergy also offers its PBO bladed spokes as an option. So if you’re out to set speed records, you might want to opt for that $100 upcharge.

The Verdict

Many pay thousands for compliance promises of carbon rims, new frame shapes and premium butted frame tubes, while ignoring the very items that are the first to hit the bumps on the road and trail. Wheels are one of these items.

Opting for PBO spokes for ride comfort doesn’t make sense if you’re riding stiff tires at too-high pressures. We’d even go so far to say if you’ve wrapped your bar with Benotto ribbon or shellacked cloth tape, there are far more cost-effective upgrades than new wheels to increase rider comfort, aesthetics or period correctness be dammed. But if you’ve got your tire game dialed, the Spinergy GX wheels might make a bigger difference than many more pricey upgrades in smoothing out your ride.

[caption id="attachment_134932" align="aligncenter" width="1146"] Spinergy’s PBO spoke GX gravel wheelset comes with a Shimano/SRAM 11-speed freehub, but an XD driver is available. © Cyclocross Magazine[/caption]

The Spinergy GX gravel wheels, while we had them, became our wheelset of choice for two months. They handled muddy cyclocross, bumpy gravel and everything in between and remained straight and true while offering a smooth ride.

Spinergy has quietly come a long way since its Rev-X and Spox Vectran spokes. $849 for a sub-1,500g wheelset is more than competitive with heavier carbon hoops that retail for well over $1k. We’ll admit we were skeptical at first, but the GX wheels have won us over. The exotic PBO spokes offer a nice ride at less-than-exotic prices, making the GX worth a look if you’re in the market for new hoops.

Spinergy Z Lite Disc Specs:

MSRP: $799 with PBO spokes, $899 with PBO bladed spokes
Lacing: 24 two-cross front, 24 two-cross drive side, radial non-drive side
Weight: 736 grams front, 856 grams rear, 1591 grams pair (1487g list)
Rim: aluminum tubeless with hook beads, 23mm external width, 18mm internal, 24mm deep with brake track
Axle: QR and thru, with swappable end caps

Spinergy GX Gravel Specs:

MSRP: $849 with PBO spokes, $969 with PBO bladed spokes
Lacing: 24 two-cross front, 24 two-cross drive side, radial non-drive side
Weight: 1505 grams pre-production (709 front, 786g rear, 1495g set list weights for 700c, 1450g set list for 650b)
Rim: aluminum tubeless with hook beads, 28mm external width, 24mm internal, 20mm deep, disc only
Axle: QR and thru, with swappable end caps

More info: spinergy.com

Andrew Yee and Clifford Lee contributed to this review.

Spinergy GX Gravel and Z Lite Disc Wheelset Photo Gallery:

Spinergy’s PBO spoke Z Lite Disc wheelset is available in shocking spoke colors, but offers a smooth ride. © Cyclocross Magazine

The post Review: Spinergy’s GX Gravel and Z Lite Disc PBO-Spoke Tubeless Wheelsets appeared first on Cyclocross Magazine - Cyclocross and Gravel News, Races, Bikes, Media.

Thus far this gravel season, we’ve seen gators and sharks, and now thanks to a race in the Northwoods of Wisconsin, we have bears.

Now in its seventh year, the Bear 100 based in Laona offered gravel riders the chance to race through the beautiful Nicolet National Forest.

Bear 100. Wisconsin’s Northwoods. We know what you are thinking.

“Yes, there are bears,” race director Brent Schmaling said. “Usually a few groups see bears along the way. None reported this year. Wisconsin DNR estimates around 28,000 black bears in Wisconsin, but we aren’t sure how many are in Forest County [where the race takes place].”

Bears!

The story of how the Bear 100 started is one shared across the gravel discipline. “I got the idea back in the fall of 2012. I had done a solo tour of the Divide Trail late in the summer of 2010 and was looking for a place in Wisconsin that offered similar endless gravel and solitude,” Schmaling recalled.

The Bear 100 offered three different distances of 108, 68 and 31 miles. The two shorter routes are exclusively in the Nicolet National Forest, and a majority of the 108-mile race is within its boundaries. As Schmaling found while camping at the Bear Lake campground, the area has gravel and a remote feel throughout.

The Bear 100 is a beautiful ride through Wisconsin’s Northwoods. 2019 Bear 100 Gravel Race, Wisconsin. © The Bear 100

Wisconsin’s Northwoods do not have the steep valleys with climbs and descents found in the Driftless Area in the southern part of the state, but with the glaciers plopping down over the area and eventually melting, there are plenty of rolling hills to keep things interesting. All told, the 108-mile route has about 4,000 feet of climbing, depending on which app or computer you ask.

Road conditions at the Bear 100 can be hit or miss. If its a soggy spring, trucks might dig some impressive ruts into the National Forest roads. Laona is far enough north that sometimes some mid-May flakes might be part of the festivities.

Why, the route even had its own mini Cyberia this year thanks to the pre-race conditions.

“Day-of conditions are always a challenge,” Schmaling said. “In 2013 it snowed. This year we had about 2 inches of rain on the Wednesday and Thursday before the ride, so the routes were softer than usual. A few muddy stretches on each of the routes added to the fun.”

This year’s route featured some very muddy sections. 2019 Bear 100 Gravel Race, Wisconsin. © The Bear 100

Laona is located about four hours from Madison, Milwaukee and Minneapolis, so it is a bit of a hike to get to the event. The vibe of the race mirrors the rustic, laid-back Northwoods setting.

Headquarters for the Bear 100 is Jugs, a small bar in Laona. There are no call-ups, no grand start, just a “go” and a depart down a bike path. At the end, there are no timing chips and online timing, just a log book for each rider to sign when they finish.

And the prizes? Bears. Everyone is racing to take home a bear.

“Shhh, like a favorite fishing hole or secret powder stash, let’s keep this between us,” Schmaling hinted at what the race offers.

Part of the reason there are no payouts is that the Bear 100 is free, with the entry fee going as a donation to the Laona Rescue Squad. The EMS service helps provide support during the race, and if you happen to crash in a deep rut during the race, they will help stitch you up when you return to Laona.

The author is totally not speaking from experience on that latter point.

“Laona Rescue Squad, like a lot of rural EMS services, covers a large geographic area that is sparsely populated,” Schmaling said. “Like others, they struggle with funding for training and equipment, and to keep up with regulations. The opioid crisis is very real in the area, as well. We, the recreational community, expect someone well trained and well equipped to show up when we dial 911. I think we have a responsibility to help fund those services from which we benefit.”

The Race

The 108-mile distance was the Bear 100’s marquee event. As mentioned above, results are tallied in a notebook, with riders signing their names next to their times.

Can you read that? I can’t read that.

2019 Bear 100 results sheet

The Women’s Bear 100 winner was Leia Rollins.

Women’s winner Leia Rollins. 2019 Bear 100 Gravel Race, Wisconsin. © The Bear 100

The Men’s winner was Dan Naef.

Men’s winner Dan Naef. 2019 Bear 100 Gravel Race, Wisconsin. © The Bear 100

The rest of the results can be found in the book of record.

Folks who missed out on the Bear 100 can return to Laona and the Northwoods in October for the Hibernator 100, which runs it back again on the tail end of the summer.

The post Gravel Race: Bears! at the Bear 100 in Wisconsin’s Northwoods appeared first on Cyclocross Magazine - Cyclocross and Gravel News, Races, Bikes, Media.

This is especially true for gravel and cyclocross, where the demands of the riding can leave you with an expensive broken wheel either at the local park or much farther afield.

Easton has long offered an alloy option for gravel and cyclocross in the EA90SL Disc wheelset. Last year, the company added its new Vault hub in an effort to increase its gravel durability and shave a few grams off the total weight.

Even with Easton’s full complement of wheels available for the choosing, both Amanda Nauman and Michael van den Ham ran them at the 2018 Dirty Kanza 200, demonstrating one situation where alloy might be the material of choice.

We have had the chance to put our own gravel and cyclocross miles in on a set of the re-designed EA90 SL Disc wheels. Read on for our impressions from the long-term review.

[caption id="attachment_121412" align="aligncenter" width="1140"] Easton EA90 SL alloy tubeless disc wheels. © Cyclocross Magazine[/caption]

Easton EA90 SL Disc Tubeless Clinchers

Easton constructs the EA90 SL Disc rims from its EA90 aluminum with a deep, wide center channel for tubeless setup. When we reviewed the EA90 SL Disc’s carbon cousin the EC90 SL, we noted Easton’s move toward wider rims. The EA90 SL Disc has a 19.5mm internal width and checks in at 27mm deep.

[caption id="attachment_121410" align="aligncenter" width="1140"] The 19.5mm internal width alloy rim has a deep, wide channel with a lip to hold tires on when deflated. Easton EA90 SL alloy tubeless disc wheels. © Cyclocross Magazine[/caption]

The width splits the difference between a deep-profile aero rim and shallow mountain-bike oriented design. It’s a width that accommodates road, cyclocross and gravel tires. These days for just non-UCI cyclocross and gravel racing, we would probably opt for something a tad wider between 21 and 23mm, but Easton took aim at a moving target and got close to the center with this versatile width.

Our review wheelset is the EA90 SL Disc model, which comes with Centerlock rotor mounts. We’ve previously ridden Easton wheels with 6-bolt hubs, and some manufacturers state they can offer a wider bearing replacement, but anyone who needs to replace, remove or change rotors often will appreciate the EA90 SL’s Centerlock rotor mount, especially when boxing your bike up for Nationals or a far-flung gravel adventure.

[caption id="attachment_121423" align="aligncenter" width="1140"] Easton’s new Vault hub is CenterLock disc, which makes for easier rotor swaps. Easton EA90 SL alloy tubeless disc wheels. © Cyclocross Magazine[/caption]

The wheels are both current and retro-friendly. Easton provides caps for quick release, 12mm or 15mm thru-axles up front and quick release and 12x142mm thru-axles out back.

The newest addition to the EA90 SL wheelset is Easton’s Vault hub it released last year. The company claims the larger bearings and wider bearing stance of the cone-shaped hub help increase its durability, especially for gravel and ’cross riding. It also claims the new hub shaves 48 grams off its older M1 hub.

A quick turn of the alloy freehub with your fingers or pedals reveals a quick-engaging 3-pawl system, based on 2 teeth per pawl that turns into 6 degrees of engagement on a 60-tooth drive ring.

[caption id="attachment_121407" align="aligncenter" width="1140"] The new EA90 SL wheelset comes with Easton’s Vault hub, which the company claims has increased durability. Easton EA90 SL alloy tubeless disc wheels. © Cyclocross Magazine[/caption]

We measured a weight of 1,557g with tape and valves, or an estimated actual weight of 1,529g, which is rather light for a tubeless alloy wheelset. In fact, it is lighter than the 1,710g Ritchey WCS Apex 38 and 1,644g Derby CX 23i carbon wheelsets we have reviewed, but a tad heavier than the $849 PBO spoke alloy Spinergy GX wheels we recently reviewed.

At $900, it’s certainly less expensive than carbon options too.

While we don’t expect to break a spoke, it’s nice to know that Easton has included five extra spokes with each pair, and thankfully, the wheels use only one spoke length and the external nipples are accessible.

Ride Impressions

With a deep, wide center channel, tubeless tire installation is very easy and likely won’t have you reaching for tire levers. We installed Ritchey WCS Megabite 38mm tires, which admittedly are not the tightest of tubeless clinchers. They went on without levers and seated quietly with a tubeless pump.

[caption id="attachment_134984" align="aligncenter" width="1140"] Ritchey WCS tires mounted easily on the EA90 SL Disc wheels. Easton EA90 SL Disc Alloy Wheelset. © C. Lee / Cyclocross Magazine[/caption]

They’ve been relatively air-tight since after a typical post-installation top-off and thanks to a small bead-retaining lip, have remained seated upon complete deflation, allowing a chance to re-air, plug or top-off with a mini-pump.

Although we’ve often stated that it’s difficult to find a tubeless rim that tackles high pressure and low-pressure duties equally well, Easton’s road-oriented tubeless rims have typically been one of the better low-pressure options we’ve tried, thanks to their subtle bead-retaining lips. The EA90 SL continues this trend and has offered more burp resistance than Road Tubeless options we’ve seen from Shimano and others.

We had the Easton EA90 SL wheels mounted up for cyclocross races through the fall and found the setup to be problem-free. We’ve bottomed out without burps and folded sidewalls in turns without unseating the tire, ridden up and down stairs, and may have even ungracefully banged them on a few botched barrier hops. After all the use, we have still found the wheels to be dent free, round and true.

The new EA90 SL Disc wheelset was launched at the same time as the Vault hub. We found the hubs spun smoothly and provided quick engagement when it was time to put power down. It held up nicely during our test period over the months. We’ll keep an eye on them to see if they provide the additional long-term durability Easton claims.

The Ritchey Megabite measures just about 38mm on the Easton EA 90 SL but gives a slight “lightbulb” cross section since the rim is nearly 20mm narrower than the widest portion of the tire. At low pressure, this adversely affects cornering and handling in tight situations for a given tire pressure compared to the same tire mounted on a wider rim, but is far superior to the 13mm rims we rolled on not long ago.

If you’re only riding 40mm tires, you might reach for a wider rim, but if you like to mix it up, perhaps between road, cyclocross and gravel tires, the EA90 SL might meet your needs.

The Verdict

All said the EA90 SL is an excellent value with a weight less than many carbon offerings that cost double. They are versatile and durable. The hubs are smooth and reliable. The rims set up reliably for tubeless, and they are tough, whether you use them for gravel, cyclocross or road.

Wide tires might require you to run a higher pressure than normal, but with the narrower rim profile, you gain the versatility of being able to run road tires at high pressures with the same wheelset.

For more on the Easton EA90 SL Disc wheelset, see the specs and photo gallery below.

Easton EA90 SL Disc Alloy Tubeless Clincher Specs

Price: $900 USD
Weight: 695g front, 834g rear, 1,529g total (estimated without tape/valves)
Rim: alloy, tubeless-ready, disc-only
Rim Width: 19.5mm internal, 24mm external
Rim Depth: 27mm
Spokes: 24 bladed Sapim, laced 3x
Hub: Easton Vault, CenterLock disc
Axles: Front: quick release, 12, 15mm thru-axle; Rear: quick release and 12x142mm thru-axle; end caps available
More Info: eastoncycling.com

Photo Gallery: Easton EA90 SL Disc Tubeless Clincher Wheelset

Easton offers its EA90 SL Disc wheelset with quick release and 12 and 15mm front thru-axles. Easton EA90 SL alloy tubeless disc wheels. © Cyclocross Magazine

The post Wheel Review: Easton EA90 SL Disc Alloy Tubeless Clinchers appeared first on Cyclocross Magazine - Cyclocross and Gravel News, Races, Bikes, Media.

In football, teams often adopt a “next man up” mentality when teammates get hurt. Someone goes down, it’s your job to step into your place.

Turns out, the same principle applies to professional cycling.

When DNA Cycling’s Amy Charity suffered a torn ACL and could not race the 2019 Belgian Waffle Ride, teammate Hanna Muegge, who had never done a race like it, stepped into her place just two weeks before the 133-mile spring classic.

“This was absolutely new territory for me. My first kind of adventure, endurance race. And I loved it,” Muegge said about the experience.

Muegge comes from a primarily road background, but facing the dirt sectors of the BWR, she was a consummate pro in taking on the unique challenges of the SoCal adventure race.

“The key to racing this ride on a road bike is simply being comfortable on your bike and knowing how to handle sand, gravel and singletrack,” the Monterey, California native said. “Living right by Fort Ord in Marina, CA and riding the trails here on a road bike has really helped with my bike handling on rough surfaces.”

Muegge grabbed her Cannondale SuperSix Evo, swapped out her normal 25mm tires for some 700c x 28mm Panaracer GravelKings and headed to SoCal with teammate Lauren De Crescenzo ready for the race.

Well, almost ready. Having a good team around her helped Muegge correct one thing before the Sunday race day.

“Since I am not used to riding on wider tires nor doing this type of race, I was highly encouraged to lower my ridiculous tire pressure for the race,” she said. “Here I was going to run 90 psi! A total roadie, rookie mistake that would have been. Instead, thanks to all the input, I ended up with 80 psi in the front and 85 psi in the rear tire.”

The Belgian Waffle Ride experience went well for Muegge. After riding in second among the women when hitting the final hill, Muegge ended up in fourth just behind 2018 gravel standout Olivia Dillon. Not bad for a first try at a race like the Belgian Waffle Ride.

Hanna Muegge enjoyed her experience at the BWR. 2019 Belgian Waffle Ride Spring Classic. © BWR Photo Pool

Despite maybe sort of almost bonking on that last climb, Muegge loved the experience and may or may not be hooked on gravel racing heading forward.

“Enjoy? I think I absolutely fell in love with the alt-racing scene,” she said. “I would be thrilled to do other gravel adventure races this year with my teammates. I’m a new gravel pony at heart already.”

I spoke with Muegge—errrr, Moogy—about her BWR experience. You can read our conversation below.

Interview: Hanna Muegge on her Belgian Waffle Ride Fourth Place

Cyclocross Magazine: When did you find out you would be racing at Belgian Waffle? 

Hanna Muegge: Two weeks prior.

CXM: Did being a pro road racer help making filling in for Amy a bit easier? 

HM: Nothing helped more than having the best support network in the world, a positive attitude, getting healthy just in time—thank you Dr. Flis and Dr. Hashimoto for taking care of me—confidence in knowing that my team bike and I could ride on whatever terrain we were coaxed into riding (no matter how teeth rattling it may be) and having a huge appetite for delicious waffles!

But of course, being an experienced racer was fundamental in helping me crash train for all the excitement in such a short time.

CXM: What kind of gear did you use? Saddle bag, hydration?

HM: Thanks to my team and sponsors, I was ready for the challenge. My gear included:

• 2019 Cannondale SuperSix Evo (size 52) road bike beautifully built and customized for limitless domination by our incredible bike sponsor Hangar 15 Bicycles 
• Panaracer GravelKing 700c x 28mm road tires
• The awesome mechanics at Peninsula Bike Works (Micah, Shawn, and Nico) & Team Director Lee recommended using tubes with removable cores and adding some sealant. Worked like magic … no flats or mechanicals all race!
• Arundel bottle cages to make sure my bottles always stayed safe and secure
• Arundel saddle pack stuffed full with 2x spare tubes, 2x CO2 cartridges, tire levers and a patch kit
• Just released Bar Fly Race Mini (aluminum) mount, which is even lighter than the Bar Fly 4 Prime, super stable, versatile and perfect for smaller bike computers
• Wahoo ELEMNT Bolt GPS Bike Computer, to make sure I was never off-route and made it to the finish to upload my ride to Strava. If it’s not on Strava, it never happened, obviously
• Rotor2inpower Power meter to capture the day’s awe-inspiring statistics
• Rudy Project Defender sunglasses & Rudy Volantis Helmet
• iSSi Flash Pedals
• Pearl Izumi mountain bike shoes with Shimano Spd Cleats and custom turquoise Boa Fit System making sure I was dialed-in
• 2x Asend Nutrition bottles filled with water and 2 scoops each of my favorite Asend Nutrition Cranberry Tart Cherry Hydration Drink Mix
• Legs lathered in a nice layer of Amp Human PR Lotion to make sure I didn’t start cramping during the race
• Pockets filled with 6x SIS Energy Gels, 2x “Chai and Catch Me” Picky Bars, and a handful of my favorite Haribo Gummies (Twin Snakes)
• Chamois Butt’r for Her for 134 miles of endless comfort
• Of course, my teammate Lauren and I sported the most beautiful kit of all–our DNA Cycling team kit inspired by a hint of Utah mixed with a sprinkle of Italy

CXM: Do you have any experience doing these kinds of races?

HM: This was absolutely new territory for me. My first kind of adventure, endurance race. And I loved it!

CXM: How did the bike and tire choices work out for you?

HM: I couldn’t have asked for a better bike setup. I wouldn’t change a thing if I had to redo everything right now. The key to racing this ride on a road bike is simply being comfortable on your bike and knowing how to handle sand, gravel and singletrack. Living right by Fort Ord in Marina, CA and riding the trails here on a road bike has really helped with my bike handling on rough surfaces.

But I will say this, I am so grateful to have run into numerous people at the Expo before the race, who were experienced gravel, cyclocross and mountain bikers. Since I am not used to riding on wider tires nor doing this type of race, I was highly encouraged to lower my ridiculous tire pressure for the race. Here I was going to run 90 psi!

A total roadie, rookie mistake that would have been. Instead, thanks to all the input, I ended up with 80 psi in the front and 85 psi in the rear tire. The Panaracer GravelKing 700c x 28mm tires are my new favorites. I usually ride on 25s on the road, but opted for the 28s for the BWR. They have a puncture protection and are the best tire suitable for just about any road surface be it concrete, asphalt, dirt or gravel.

CXM: What did you think of the race strategy? Were you prepared for that?

HM: I was not ready for the chaos at the start even though I had received a nice warning from our team managers. My reaction for the first 10 miles of the race—When does the neutral section begin!? It was a race right from the gun.

Had I known how hectic and important the beginning miles would be, I would have sacrificed a few more matches to make sure I was one of the first riders to hit the first off-road section. Instead, I settled for hanging out somewhere in the middle of the huge peloton, which resulted in getting jammed up by the bottleneck as everyone flooded onto the singletrack. I had to get off my bike several times simply because there was no movement ahead of me and no way to pass.

After the first uphill singletrack, the race was on, and I basically spent all race chasing people down. The biggest strategy factor of this race to me was properly hydrating and eating. This is were I failed. With about 12 miles to go, I ran out of water and food and little did I know, there was still one more monster hill ahead of me. At this point, I was in second place for the women and still thinking about making up ground on Sarah [Sturm] , whom I hadn’t seen all race.

When the final hill was upon me … wowza! I bonked as hard as I have ever bonked in my life. Deliriously zigzagging up the final hill, I was passed by Sarah Max, who looked fresh as a daisy. Now in third and barely clinging on for dear life, I made an emergency stop at the final aid station at the top of the climb. Stuffed my mouth full of Hot Tamales, grabbed as many of the chewy, spicy cinnamon candies as my pockets would hold, got a bottle of water and jumped back on my bike.

I made it through the final singletrack section unscathed, but hit just about every red stop light in the final 4-6 miles of the race. Little did I know, Olivia Dillon was making huge gains on me and was rushing up in hot pursuit. With 2 miles to go, I glimpsed another racer speeding along. Next thing I know, the racer was zipping past me, and in tow was no other than the Irish Powerhouse Olivia Dillon.

Having absolutely no matches left and desperately extracting energy from the last Hot Tamale in my jersey pocket, I gave it a last go to hop on their train, but knew I had nothing left to hold on to third and slipped into fourth just two blocks before the finish. Great finishing attack Olivia!

The beginning of the race proved a bit crazy. 2019 Belgian Waffle Ride Spring Classic. © BWR Photo Pool

CXM: What did you think of the overall race experience?

HM: It truly was an amazing race. It was the hardest, most diverse route I have ever ridden. From long stretches of rolling road, to Double Peak at a 17% incline, to singletrack trails in the sand, over rocks and through creeks, the Belgian Waffle Ride course provided endless challenges.

My favorite sections happened to be all the off-road portions. More than anything, this race was such a fun melting pot of people from all cycling disciplines—roadies, mountain bikers, cyclocross riders, track riders and the everyday hobby cyclist and commuters. There was something for everyone in the family, and it was incredible to bump into friends from all across the nation. Fantastic event Michael Marckx & team!

CXM: Did you enjoy the “alt” racing scene?

HM: Enjoy? I think I absolutely fell in love with the alt-racing scene. What really got me pumped up for BWR was spontaneously going on race/creative genius Rick Sutton’s 2019 Stone Soup 90-mile gravel ride the weekend before BWR. It really set the scene for me to just have fun and deal with whatever adversity life throws at you with a grin on your face and a hop in your step.

CXM: Plans to add some gravel racing to your schedule with Lauren de Crescenzo and Amy Charity?

HM: I would be thrilled to do other gravel adventure races this year with my teammates. I’m a new gravel pony at heart already.

CXM: Where should we look for you racing the rest of the summer?

HM: Keep an eye out for me racing on the NorCal road scene, doing a few of the USA Crits series races such as the upcoming Tulsa Tough Race and hopping into some longer endurance mountain bike races as well.

CXM: Finally, one of the fun parts of covering gravel is we get to meet a lot of new people. Can you share a little bit about you and your background?

HM: Well, my nickname is Moogy, which is probably not too surprising. Racing for DNA Cycling, I recently decided to resurrect my high school motto of A.I.N.H. I’ll leave it up to you to guess what that stands for.

When not riding my bike, I work full-time for the regional Air District in Monterey and try to help clean up the air as best as we can for the communities around the Monterey Bay Area.

I’ve been riding my bike since 2014, have been racing for DNA Pro Cycling Team for the past three seasons and like to dabble in other sports during the off-season, like running, hiking, swimming and triathlons

Here is a recent development: On Saturday I was crowned the 2019 NorCal Road Race State Champ.

CXM: Awesome. Looking forward to seeing you at more gravel races this summer.

HM: Can’t wait. Thanks.

The post Next Woman Up: Hanna Muegge Takes on the Belgian Waffle Ride After Teammate’s Injury appeared first on Cyclocross Magazine - Cyclocross and Gravel News, Races, Bikes, Media.

by Willie Hawkins

This past weekend over 70 riders converged in the Sierra Foothills Gold Country for the 2nd Auburn Dirt Fondo. This event takes place in California’s Sierras and wanders its way through the foothills into the Tahoe National Forest.

When speaking about the inspiration for this event, promoter Kenny Burt says, “Vibes are great and it is nearly impossible not to enjoy the scenery when stoke is so high!”

The ride began at 8 am with a neutral roll out of all the participants.2019 Auburn Dirt Fondo gravel ride. © W. Hawkins / Cyclocross Magazine

The Event

The Auburn Dirt Fondo was designed to be just difficult enough for people to see the real beauty of the region and include aspects of mountain, cyclocross and road biking into one event. The event was permitted under USA Cycling’s Group Ride permit, which meant it wasn’t a race with official timing. That doesn’t mean it didn’t have some big names riding the course, including former cyclocross pro Ben Jacques-Maynes and Ibis Cycles’ founder Scot Nicol.

Scenic views had riders stopping along the course to take photos and admire the beauty. 2019 Auburn Dirt Fondo gravel ride. © W. Hawkins / Cyclocross Magazine

This year all proceeds from the event, totaling over $800, are being donated to help victims of the California Campfire wildfire. Burt is still figuring out where the money will help the most people but he is currently considering the North Valley Community Foundation. Co-promoter Tim Cannard reported that they hope the funds go to help a single family in need.

Rolling out just after 8 a.m., participants faced a 75-mile course with over 8,000 feet of climbing. The first section of the course featured bumpy doubletrack split up by a few gates riders had to hop. This caused the 70-person-strong group to quickly break up into smaller packs. People clung to these small packs up the first climb of the day, a hearty 75-footer that got the legs pumping.

The barriers were a bit higher than UCI regulations at the 2019 Auburn Dirt Fondo gravel ride. © W. Hawkins / Cyclocross Magazine

Immediately after the climb, riders descended a freshly graded dirt road that claimed many victims to punctures and flats. Riders more or less regrouped at the bottom of the descent where the first aid station was located.

The aid station, nestled at the lowest point on course, could not have been at a more optimal location as it allowed riders to refuel and admire a scenic overlook of the river before beginning a grueling 10-mile 3,500-foot climb. At the top of the climb, riders were greeted with an additional aid station catered towards bike support.

Race organizers planned support stations well with a feed station at around the 20 and 55-mile mark as well as a bike support station at the halfway point. 2019 Auburn Dirt Fondo gravel ride. © W. Hawkins / Cyclocross Magazine

Along this upper section of course riders were faced with two steep punchy climbs, some rolling hills, and many scenic views of the mountains and lakes of the Tahoe National Forest. A long descent of pavement and gravel brought riders back to the first aid station and allowed riders to recuperate before heading back up the graded dirt road and the last long climb of the day.

About 2/3rd of the ride took place on forest service roads with the occasional single track and paved road sprinkled in. 2019 Auburn Dirt Fondo gravel ride. © W. Hawkins / Cyclocross Magazine

Riders then faced 15 more miles before seeing the finish line at Moonraker Brewery for a post Fondo reward of beer and burritos.

Looking Ahead

Next year Kenny is thinking about finding some new roads and trails to add, live music, and camping options for those who decide to travel to the ride. One thing he promises won’t change is “the positive vibe from my great community of people and the sheer beauty of this region I’m lucky enough to call home.”

Riders begin the longest gravel climb of the day. 2019 Auburn Dirt Fondo gravel ride. © W. Hawkins / Cyclocross Magazine

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Sports scientist and author Christie Aschwanden rolled out her book “Good to Go: What the Athlete in All of Us Can Learn from the Strange Science of Recovery” this February to much fanfare. Her writings attracted attention from Terry Gross and her NPR’s Fresh Air radio show, Outside Magazine and Runner’s World.

Aschwanden’s research and findings as told to NPR also captured our interest, and we brought readers a few takeaways and the full interview here.

But we weren’t done. We grabbed a copy (actually two) of her book, devoured it and came away rethinking many of the habits ingrained in us by coaches, athletes and media (yes, we’re part of that).

In her book, Aschwanden subjects herself to the latest in trendy recovery products and services and also wades through the Olympic-size pool of scientific research on exercise recovery. Readers are rewarded with new knowledge but left rethinking their approaches to dealing with concerns like hydration, inflammation, injury prevention and refueling.

It’s a read that might be as relevant to amateur athletes as it is to professionals, since we amateurs might be more hard-pressed to find feet-up recovery time and don’t have sponsor-supplied recovery products and services.

“Good to Go” is also entertaining, as Aschwanden relays her experiences trying everything from float pods to cryo-chambers in her search for what many athletes dream of finding—the ultimate tool for recovery—and a competitive advantage.

After reading the book, a few of us still had some questions specific to our own little world of cyclocross and gravel. Aschwanden, a cyclocrosser herself, was kind to take the time to answer them.

See our Q & A with Christie Aschwanden below.

Cyclocross Magazine: You’ve been a competitive runner, road cyclist, nordic skier and now race cyclocross. How did you get into cyclocross?

Christine Aschwanden: Well, the very first bike race I ever did, back in the 1990s, was a cyclocross race. I was a college freshman and a friend of mine talked me into doing the race as a fun diversion. I raced on a very heavy first-generation steel mountain bike and finished dead last. It was fun, but running was my thing at the time, and I didn’t do another cross race again until last fall.

I got into cyclocross by accident. I was familiar with the sport—I used to watch races when I was a road bike racer in Boulder—but I always thought ’cross was a bit ridiculous.

But last fall, my book was finally done, and for the first time in years, I actually had free time to ride. I had a few friends who were training for ’cross, and they convinced me that I should try it. I instantly fell in love. I love going hard for 40 minutes. And I love that ’cross combines hard aerobic effort with technical skills. The cognitive focus required to race is mesmerizing. I love the way that I can feel myself getting better at the technical challenges with every lap. Last year was my first season racing ’cross and I pretty much sucked, but I don’t really care. It was tons of fun, and I’m stoked to do more races this year.

I’m racing on an old Trek ’cross bike from 2001. It’s got bar-end shifters and eight speeds—totally cutting edge for that era! I’ve used it as a town bike for most of its life and I’ve grown weirdly attached. I do hope to get some better gearing on it this year, but I’ll probably keep riding it.

CXM: Do you have any post-race routine that has been influenced by your research?

CA: I’ve become better at doing a proper warm-down. It’s so easy to blow if off, but I’ve found that it really helps, especially if I’ll be getting in the car after the race. I also make a big effort to get a good night’s sleep after a race or hard effort. I’ve made a habit of prioritizing sleep at all times, but I’ve noticed that it really makes a difference to get good sleep after racing. I often enjoy a cold beer after a race or ride, but I’m sure to consume some food and water along with it. [Ed. note: Aschwanden’s first chapter in her book is about drinking beer after running]

CXM: Long gravel races are a thing now, and many sweat the details in prepping for these all-day affairs. Some have even called events like Dirty Kanza 200 as much an eating competition as a bike race. We’ve read your book and found your findings about pre-event hydration and drinking for thirst during activity counter to what many coaches and athletes religiously follow, like aiming for clear urine before an event and drinking X bottles an hour regardless of thirst and consuming Y calories per hour during racing.

Should an athlete avoid aiming for clear urine before an event, and just drink for thirst during an event? How would you advise someone approaching a long gravel event for eating and drinking?

CA: I was really surprised by some of the science I found regarding hydration. We’ve had it pounded into our heads that we need to drink early and often, but the science really doesn’t support this. In fact, it’s probably better to err on the side of not over-hydrating before a race.

The reason boils down to basic physiology. Our bodies are well-adapted to cope with some sweat and fluid loss during exercise. It’s true that you don’t want to get dehydrated, but it’s not crucial that you replace every ounce of fluid that you sweat in real time. The science of this is pretty complex, and I go into it in greater detail in the book.

But essentially your body has a very tightly regulated feedback loop that ensures that when you’re losing fluids, especially during exercise, you conserve water internally. You make these things called aquaporins that poke into the kidneys to reabsorb water if you’re getting low. If you overhydrate before your event, your body will keep fewer aquaporins around, which means that you’re less ready to conserve water if you need to.

The color of your urine isn’t the best indicator of hydration. Instead, it’s an indicator of whether your body is conserving or getting rid of water. Clear urine is just a sign that you drank a lot more than your body needs, which isn’t helpful. Dark pee means your body is conserving water, which might mean you’re dehydrated, or it might mean that you’re conserving water and doing fine.

CXM: Serious cyclocrossers often aim for recovery drinks, cool-down trainer rides, and then for the lucky, a post-race massage. Based on your research, how would you rank those in terms of actual physical recovery?

CA: Cooldowns are good. They keep your blood flowing to expedite the removal of metabolic byproducts of hard exercise. Recovery drinks are fine, but they’re not really necessary. You can just eat your next regular meal and be fine. A shake or drink can be a convenient way to get some energy in after a workout or race, but it’s not superior to regular food and a lot of those packaged products are highly processed and come with a bunch of additives that come from overseas and are susceptible to being tainted with weird stuff. In the book, I describe cases where athletes have tested positive on drug tests after taking protein drinks or electrolyte tablets. I prefer to get real food if I can.

Massage is a great recovery tool. Not because it works some kind of physiological magic—claims about flushing lactic acid and things like that aren’t borne out by the science—but because it makes you lie down and unwind for an hour. It forces you to really focus on your body and how it’s feeling. The body awareness you get from someone pushing and mushing your different muscles can be really helpful to help you assess how you’re doing.

CXM: Inflammation! You’ve thrown cold water on using icing and NSAIDs like ibuprofen to speed up recovery and healing when you’ve got sports-related inflammation. So if an athlete can tolerate the pain of a swollen joint, charley horse or even arthritis, letting inflammation run its course is the fastest way to heal? Ice and NSAIDs are only useful for pain?

CA: Inflammation is your friend. It’s a crucial part of your body’s healing process and it’s one of the things that helps you get fitter, faster and stronger in response to training. You don’t want to stop inflammation around sore spots or injuries, or you’ll slow the healing process. That said, NSAIDs are great pain relievers, and there are times when the pain-relieving benefits will outweigh the downsides. The big takeaway here is that the only reason to use ice and NSAIDs is for pain relief. Don’t use them in hopes that you’ll be less sore or recover faster—the science shows that they won’t help with these things.

If quick recovery is your goal, skip the pills and let the inflammation play out, says Aschwanden. photo: Graham Ballantyne

“Inflammation is your friend. It’s a crucial part of your body’s healing process and it’s one of the things that helps you get fitter, faster and stronger in response to training.” -Christie Aschwanden

CXM: Your research seems to shut the pane on the idea of a short “glycogen window” in recovery eating, except in situations of a second event within a short time frame. Some cyclocross racers compete Saturday and Sunday. In this situation, should racers rush to refuel after a Saturday race? With normal food or a recovery drink?

CA: The latest research suggests that there isn’t a narrow recovery or glycogen window that you need to worry about. Sure, you need to refuel after a workout or race, but you’ve got time—hours—to do this and your recovery will be fine. You don’t want to wait overnight to get some food, but if it takes a few hours to have a meal after your Saturday race, you should be fine for Sunday. It’s really only going to be crucial if you’re performing again before you’ve had a chance to refuel.

Although some early studies pointed to a narrow recovery window, subsequent studies showed that it wasn’t the timing that was important, it was the nutrients themselves. You don’t need to eat a huge serving of protein right after a race. You do need protein, but it’s probably better to get it throughout the day in every meal, rather than in one big shake right after a workout.

Drink when thirsty says Aschwanden. photo: Sofia Gomez Villafane doing her best to hydrate and cool down after a hot 2016 Jingle Cross World Cup. © A. Yee / Cyclocross Magazine

CXM: You cite some scary situations where overhydration (hyponatremia) was mistaken for dehydration. What tips do you have for athletes to recognize they’re suffering from one or the other?

CA: There’s an easy way to avoid both conditions: drink to thirst. Hydration really is that simple. You’re unlikely to develop overhydration or “water intoxication” unless you’re drinking beyond your thirst. If you’ve been drinking, then you’re unlikely to be very dehydrated.

CXM: Your book and research show there’s little evidence as to the value of stretching to prevent injury, whether it’s before or after an event. That seems counterintuitive for activities that require an unusual range of motions. For example, cyclocross has some weird maneuvers, like remounts, which require a hop and swing of your leg up to the saddle—a motion that can leave us with sore groins if we don’t stretch or do leg swings weeks in advance. And logically, it seems like if you have a wider range of motion and more flexibility, a crash has less of a chance of straining a joint. Why is such thinking flawed, or not supported by research?

CA: I can’t speak to your personal experience. There may be benefits to having flexible joints in some cases, and if you’ve found that these stretches help then I won’t tell you to stop. What I can tell you is that when researchers have done large studies comparing people who’ve stretched with people who haven’t, the stretchers weren’t less likely to get injured or sore. The finding that stretching doesn’t reduce soreness or injury has been shown in multiple studies over time.

Personal experience can be misleading because it’s easy to misattribute things. You got sore after skipping the stretching once, but was it because of the stretching, or was it something else that was different that day? You can’t go back and do the experiment again to see if stretching would have made the difference. That’s where studies of large groups can help tease out the differences.

Wout van Aert remounts his bike with ease. Stretching won’t make this maneuver any less dangerous, according to Aschwanden’s research. photo: 2017 Flandriencross. © J. Curtes / Cyclocross Magazine

CXM: CBD products and topical sodium bicarbonate lotions have been popping up as popular recovery products. Is there any research showing effectiveness for these products, or are they expensive snake oils?