Currently, it seems like the virtual world is changing as fast as the real world. There’s been a lot of upheaval in the space recently as 2024 Cycling Esport World Championship was awarded to MyWhoosh, replacing Zwift. Perhaps related, just this week Zwift announced another round of layoffs which coincided with the resignation of Co-CEO Kurt Beidler.

Now, we get news that giants of the virtual world Zwift & Wahoo are joining forces. Well, maybe forced to join forces is a better description.

Why the Collaboration? 

This seems to be a direct result of the Zwift/Wahoo lawsuit, which was amicably settled in 2023. Wahoo initially filed a lawsuit claiming that the Zwift Hub’s design violated several patents owned by Wahoo, specifically those associated with their KICKR trainers. Additionally, Wahoo sought a court order to prohibit Zwift from selling the Zwift Hub trainer, but the request for the injunction was rejected.

The lawsuit concluded with a statement from Zwift, reported by Zwift-Insider.com. “Zwift and Wahoo Fitness today confirm the amicable settlement of all pending litigation. The agreement will see both parties embark on a renewed approach to collaboration, with a view to growing the indoor fitness category and delivering continual, ongoing improvements to customers – through increased innovation, ease of use and better value.

“Wahoo has granted Zwift a limited license to use its patents. Zwift will continue to sell its Zwift Hub smart trainer in existing e-commerce markets – US, UK and Europe. In addition to selling Zwift Hub, Zwift will return to selling a selection of Wahoo smart trainers, bikes, and accessories on Zwift.com from mid-September.” 

New KICKR CORE Zwift One Trainer

The Wahoo KICKR CORE Zwift One is a mouthful but a simple unit to comprehend. It’s the KICKR CORE with the addition of the Zwift Cog, and Zwift’s Click virtual shifting.

For those who are unfamiliar with the Zwift Cog or Click, you can check out our piece about it here. 

The new Wahoo KICKR CORE Zwift One will deliver the same ‘near-universal’ compatibility with 8 to 12-speed bikes. The unit includes a preinstalled Zwift Cog and offers Virtual Shifting via the included Zwift Click controller. We’ve tested this, and it’s a fantastic update, especially if you have a house with many bikes and very few trainers – though the shifting ergonomics are much better with the optional Zwift Play controllers.

Are there any changes to the existing Wahoo KICKR CORE? No — The Wahoo KICKR CORE Zwift One will be sold alongside the non-Zwift/Wahoo KICKR CORE with a choice of 8/9/10/11/12 speed cassette. The unit also now has a one-year Zwift subscription via zwift.com and wahoofitness.com.

Current KICKR CORE Owners Get Virtual Shifting Update

Rolling out today and tomorrow, all existing owners of Wahoo KICKR CORE trainers can upgrade to virtual shifting using Zwift Play. We’re assuming this will be done through a firmware update on exisitng trainers, but the details are thin, so we’ve asked for more and will update this when we hear back.

Update:

Zwift has confirmed that the update will be available for all CORE users via firmware update by tomorrow afternoon. However, the only way to unlock the firmware upgrade will be to purchase the Zwift Play controllers (or update both the trainer and controllers if you already own both).

Existing CORE users will also have to simply leave the chain in one of the gears on the cassette, rather than use a single cog like the Zwift Hub. We’ve been told that the freehub is not the same for the Hub and the CORE, which means that the Zwift Cog kit is not compatible with the existing CORE trainers. We’re guessing there will be an upgrade kit for the trainers in the future, though.

How is the Performance of the Wahoo KICKR CORE Zwift One?

I was happy to check out the Wahoo KICKR CORE Zwift One. I’m a fan of both trainers, the Zwift Cog and Virtual Shifting.

Out of the box, the unit is nearly identical to the KICKR CORE. The Zwift colors or logo are nowhere to be seen on the trainer unit other than the instructional packaging. The package arrives with the Zwift Cog preinstalled, and the Click shifter tucked nicely in the packing. 

Like the other Zwift products, the Wahoo KICKR CORE Zwift One has an easy setup sheet and a detailed setup guide. The other unit pieces (power cable, end caps, etc.) are pure Wahoo and are easy to set up. 

How About Pairing?

I had zero issues pairing the unit with my Zwift account. The shifting was as clear as I recall with the Zwift One I reviewed last year. 

The legs of the trainer are slightly different than the Zwift One and are of the Wahoo KICKR CORE build. They are sturdy to sprint against but have no side-to-side adjustment (you’ll need a KICKR or KICKR MOVE for that). As for the Cog and single rear ring setup, it’s as I remember from the Zwift One build. The rider shifts into a gear near the Cog to set up and then dials it in while on the bike. 

There is a sweet spot with the slightest noise from the unit, and it’s easy to find. I’ve only used the Cog unit on my 9, 11 and12 speed bikes but have had no issues getting it to work. The 8-speed would be the same, but some jumps in shifting could be different with more ambient chain noise. 

Performance-wise, the unit feels nearly identical to the Zwift One — solid. I liked both the Wahoo KICKR CORE and the Zwift One as stand-alone units, and this collaboration works. 

Stay tuned for more updates and a long-term review. 

Wahoo KICKR CORE Zwift One – Pricing and Availability

The Wahoo KICKR CORE Zwift One is now available in the United States, the United Kingdom, and the European Union for $599/£549/€599, the price includes one year of Zwift membership. Australia and Canada will have to wait until March for availability. 

Wahoofitness.com, Zwift.com

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The post New KICKR CORE Zwift One Trainer Adds Virtual Shifting, Existing Trainers Get Upgrade Too appeared first on Bikerumor.

Historically, when invited to check out the latest Pivot mountain bike in Tempe, AZ I’ve found myself packing to navigate the intense heat. Which is why this time around, I found it particularly odd to be stressing about what cold and wet weather gear to bring. 

By this point, you probably know that Pivot has a new Switchblade. Unsure of what to expect out of a bike that had just relaunched a few years ago, I dumped all my rain gear into a bag and headed off to Phoenix. 

After a factory tour attempted to delay the inevitable, we set off for our first ride straight from Pivot’s headquarters in Tempe to their local testing grounds – South Mountain. The skies looked promising, and as we pedaled our way up the mountain, I was able to start focusing on the bike. Air down the tires. Check the suspension. Adjust saddle position. 

From my first impressions (which in typical Pivot fashion, came before we were told anything about the new bike), the seat tube angle felt noticeably steeper than the prior version. It turns out that it’s 1º steeper, but to me it feels like more. To me, the size medium STA feels steeper than the Yeti SB120 that I’ve been riding, but both have an effective STA of 76.5º on paper. For me, the STA is plenty steep but I’m also on the small side of a medium frame, meaning my effective seat tube angle will be steeper than someone riding a medium with the post extended further.

Before long, I had things pretty well dialed and we had made solid progress up the climb. And that’s when the skies opened up. It was light at first. Then came and went, before opening up into a full deluge that transformed the trails into their own little rivers. Fortunately, the rocky & sandy trails are built to shrug off the occasional downpour, but it did provide us with quite an interesting descent. 

All of a sudden, you could no longer see the trail in spots. It was just a string of puddles with no indication of how deep they could be. Having just ridden up the trail I had some idea of what to expect, but it was still an exercise in quick decision-making while squinting to see through the barrage of water. 

The storm didn’t last all that long, but it helped create a lasting impression of the bike. In the moment, forced to resort to my lizard brain, there wasn’t time to think. In that situation on a completely new bike, it can go one of two ways – it can feel completely natural and comfortable, or it could be alien and unsure. The Switchblade was the former. 

Fortunately, our second ride on the bike was in much better conditions. This time we headed out to the Hawes trail network for a day of true hero dirt. Easily the best dirt conditions I’ve ever experienced in the Phoenix area, the ride started off cool but finished nearly perfect with blue sky. 

On this ride, thinking was no longer a luxury and I was able to focus on how the bike was performing. Most noteworthy to me was how well the Switchblade climbed up tight switchbacks. Riding in a group always includes a bit of yo-yoing, and that potential bunching can be tricky on a tight switchback. Even in those technical situations, the Switchblade is incredibly poised. 

Going slow or fast up the climbs, it didn’t seem to matter. The front wheel seemed unflappable, and the rear wheel really did seem to ‘dig’ into the terrain, propelling you forward. More than once I got into a situation where I felt a dab was inevitable, only to pedal through and keep on going. 

With a head tube angle of 65.7º, it’s only 0.3º slacker than the previous generation. But the reach has also increased by 15mm on the medium. The combination makes for a sharp handling bike that is still completely confident in awkward tech sections of trail. To me, the geometry strikes a solid balance for all-around mountain biking which is what the Switchblade is meant to be. This is supposed to be that one bike that you can head out for some XC missions one day, while hitting up the bike park the next.

By the last few long descents of the day, I was feeling more confident on the newest Switchblade than any of the previous generations. Despite being stiff in all the right places with razor-sharp handling, the newest Switchblade is a bike that seems to be incredibly user-friendly. 

At this point, I’ve ridden all of the past Switchblades, and there is no question that this is the best yet. Fans of internal storage will be disappointed, but the Pivot Dock System does give you an additional spot to stash your tools. On the plus side, the frame will fit a large water bottle easily, and without a special cage.

Ultimately, the new Switchblade isn’t a huge departure from the version released in 2020, but it has the right updates to keep it competitive. It might not be enough of a change to tempt current Switchblade owners to upgrade, but those who do are surely getting a better bike.

The post Pivot Switchblade Review: A Great Bike Gets Even Better appeared first on Bikerumor.

Hot off the presses, Colnago introduced its first ‘C’ Series gravel bike, the C68 Gravel. This bike is only Colnago’s second dedicated gravel bike, but it’s a sure shot. The bike isn’t a soft lob at “all things gravel.” It’s a fast, opinionated, and stunning piece of handmade Italian craftsmanship, and even more importantly, it rides like a dream. 

Colnago Depth in Drop Bar Dirt

Colnago has such depth in the sport of cycling that it’s easy to forget how many legendary riders once called their frames home. It’s not just road riding, though it’s hard to overlook Pogačars’ talent and tie it to the brand. Years ago, Wout and Mathieu were riding Colnago; before that, Sven, before him Adri van der Poel (MVDPs’ Dad), and before all of them, Roger De Vlaeminck.

There are too many to name (I know some of you can so leave those in the comments if you’d like), but the point I’m making here is that Colnago knows drop-bar dirt. So when the iconic Italian brand said they were making a C Series gravel bike, we knew it would be unique.

Check out our news piece here to learn more about the C68 Gravel’s construction, ethos, and overall tech specs. 

Colnago C Series Treatment

The C series bikes in the Colnago line are the top; by that, we mean the very top. The UAE Team Emirates rides the V series, one below C in the lineup. Yes, the bikes are painted in Italy but are not hand-assembled in the Colnago plant like the C versions. 

How Much?

This attention to detail and expectation of the customer makes the C series frames something more than a carbon frame; it feels custom in a way. But, with top-of-the-line treatment comes top-of-the-line pricing, and the C68 doesn’t shy away from a hefty price tag; the frameset is $7,100. Yes — you can get the C68 in Shimano GRX for $7,999, with alloy wheels, but if you want the dentist special, you’ll pay upwards of $14K for your ride. 

The big question of the C68 Gravel “Is it worth the price?” I think we can answer that…

First Impressions 

I first saw the C68 Gravel at a press launch in San Diego with the Colnago USA/Italy crew. The design/engineering team behind the C68 Gravel was present and laid down a clear concept and performance expectation for the new machine. 

In a nutshell, the C68 is meant for speed and performance, not adventuring or bike packing. The frame is modular, and each tube is tailored to the bike’s size and handmade in Combiago, Italy. The ride will feel refined, responsive, and controllable on a single track. It will feel like a powerful, balanced endurance road machine, with muted road chatter on the gravel and pavement. 

When I initially saw the C68 Gravel, I thought, “Look at that paint,” and then, ” Look at the head tube.” But other than that, the bike is very subdued. It has no screaming paint job with Italian flags on every tube; it’s a little understated, elegant, and sculpted. 

Ride Impressions — Colnago C68 Gravel 

Did you ever get on a bike, make one minor adjustment, and feel like, “this is it”. Well, that’s what happened with me and the C68 Gravel. The bar and stem on the C68 Gravel are the Colnago CC.01 Wide one-piece bar/stem with no adjustability. Luckily, it fits me very well. For frame size. I rode the 48s (54cm) frame with a 100mm stem and felt pleasantly in control of the front end while still being low enough to be aerodynamic in the wind. I usually ride a 40c bar with a 120mm stem on my gravel bike, and this combo feels very familiar. The slight adjustment I made was the seat post height. Coming off of cyclocross season, my seat post was slightly lower for on/off the bike efforts. That height didn’t feel right on the C68 Gravel, and I raised it to my road saddle height, which locked everything in place off the start.

My riding consisted of two days of gravel and trail riding with the Colnago crew, pushing the C68 Gravel from fun group riding to race pace and “this should be OK?” territory. 

Road Sensations 

We started our rides through the beach roads of coastal San Diego, then off to the pastures and gravel to test the bike, free from motorized distractions. On the road, the C68 Gravel could move. The sensation was that of a road bike with a predictable geometry you feel confident piloting. My bike was equipped with 40mm Pirelli gravel tires: a Pirelli Gravel M in the front with some extra bite and a Gravel H in the rear for speed. 

Our rides were a mix of pebbled gravel climbing, techy bits, and lots of twisty new-to-me San Deigo single track. I started the ride with 35psi in the rear and 33psi in the front. At 158lbs, that felt solid for familiar territory and to ward off flats. I was happy with my tire pressure when we entered the single track. The bike could slice through the turns without washing out and climb punchy sections without slipping. I found the climbing balance point of the bike quickly and felt confident climbing loose terrain.

Cyclocross Quickness

In the cyclocross style on/off sections of the trails, the C68 was a tick above other gravel bikes I’ve ridden. The handling and driving in close-quarters trails was like being on a shorter ‘cross bike. The comfort of the ride, however, was different. Coming from my ‘cross machine, I’m used to some knocking around and some stiffness. The C68 felt calm; the ride was clean and predictable. This could be attributed to the larger tires, but it wasn’t only that — It’s hard to put a finger on it. All the elements worked together very well, and the geometry is right where I prefer a gravel bike — a near ‘cross bike. (coming from a CX racer).

Now, I’ll be the first to admit I like riding my ‘cross bike for basically everything. The C68 Gravel feels like that but more normalized. Instead of feeling under-biked but having fun on the gnarly trails, I felt like I was on the correct bike. The sturdy frame felt rock solid while pushing through the berm and pump track sections.

On the longer steep climbs, the C68 rode predictably and had a nice kick from a push against the pedals. The feeling is like when on a steep climb with a sturdy road frame, and you can really dig into the effort. 

Is this Cool? 

There comes a time in every ride when you push the limits, and on the C68 Gravel, those times were flying down some techy single track and rocky/washboard-style descents. Taking a $14K bike down this terrain can be nerve-racking (fun), but the bike performed excellently. The shorter stem allows for a playful front end and helps you pull out of a tailspin if your handling is slightly off. For example; while descending some unfamiliar cracked earth features (the kind where the trail can eat your wheel up to the hub). I found myself off the line and bouncing towards doom, in a last-ditch effort I pulled to jump back on the line but prepped for a fall. The bike reacted quickly, and I was safe from the dreaded press camp crash.

Colnago C68 Gravel — Lasting Impressions 

Having spent two days of mixed-surface riding on the Colnago C68 Gravel, I have strong impressions of the bike. First off, I liked the ride (not just the trails). The customer for the C68 Gravel could be (is) a more road-focused gravel rider who likes to go fast, not necessarily slogging through miles of roots and rocks. That said, the bike can handle it, and gravel is unique because everyone defines it differently. Colnagos definition of gravel with the C68 Gravel is comfortable, fast, elegant, and powerful. 

The C68 Gravel is a fantastic ride, but it might not be for everyone. Colnago is cool with that. However, if you’re looking for a bike that handles beautifully, like a bike you’ve ridden for years, it is worth checking one out. 

Is it worth the price? Well, that’s up to the buyer, but if you can purchase a C68 Gravel and appreciate the road feel and elegance — this is your gravel bike — this could be your only bike. If you’re looking for something to race ‘cross on and do some endurance gravel events, the G-3X might be a better fit. Either way, Colnago has entered gravel full force, and the C68 is a clear statement of intent. This bike challenges what a road-focused, “classically styled” gravel bike can be. Something more refined than ultra-wide bars, mountain bike tires, and dropper posts.

Colnago.com

The post The Colnago C68 Gravel is a Symphony of Off-Road, Drop Bar Elegance in Italian Craftsmanship appeared first on Bikerumor.

Hey, let’s talk about dynamo power. I’m sold on it. It’s not free power, but pretty close to it (after the initial investment). There’s something neat about generating your own light. I’ve been riding with the Sinewave Cycles Beacon 2 front dynamo light for over a year, and so far I have not one complaint about the light’s performance.

It offers a bright, and steady beam of light that is flicker-free down to 3 mph. And it’s made here, in the USA. According to Sinewave the Beacon 2 is the “only commercially available dynamo light made in the USA”.

After you read this, you’ll see that it’s high time you get on the dynamo train.

The Sinewave Cycles Beacon 2 is one of the best dynamo lights on the market, in my opinion. And, I believe I can make that statement because, over the last 5 years or so, I’ve owned and operated some of the top-brand dynamo lights out there (the Beacon 2 included).

In this review, I’ll tell you why I think this lil’ dynamo light is almost perfect.

If you are dynamo curious, and want some stellar, in-depth info all about dynamo power, check out Bikepacking.com’s piece on it here.

But first…

Two Main Dynamo System Components

I feel like I need to go over the two main components of the dynamo game, the hubs and the lights.

Dynamo Hubs

The Sinewave Beacon 2 is best used by wiring it up to a dynamo hub. For this review, the Beacon 2 was used in conjunction with my SON 28-12 Disc dynamo hub on my Masi Incanto Ti gravel bike.

In the simplest terms, when the dynamo hub spins, it generates output power. The speed at which the dynamo hub turns dictates the amount of power it generates to the light (faster = more power). That, in turn, will dictate how bright the light is (faster = more power = brighter light). Cool?

The cost of a dynamo hub can run from pretty reasonable like the Shutter Precision PV-8 at $125, to pretty expensive, like the Schmidt SON28 12 at $378. And once you pick out and buy the hub, you have to factor in the cost of including the hub in the building of a new front wheel.

Most dynamo lights will not work independently, but the dynamo hub could (in theory) be used without the lights. I’m telling you this in case you spend all the money you saved on the hub purchase and wheel build and have nothing left for a light. I don’t want you to fret. Your bike is still ridable, dynamo hubs are still just hubs. Just install the dynamo wheel and continue to ride your bike.

Dynamo Lights

Most dynamo lights come with a switch on the back to turn it on or off. They usually include mounting hardware, and most certainly come with the wire already attached to the light. Usually, that wire includes a pigtail for powering an optional rear light using the front light as a powerslave.

With that in mind, the Beacon 2 comes with some neat extras, that the others don’t. We’ll touch on this a bit later in the review.

There are many dynamo lights to choose from on the market right now. Over the years, I’ve used three different brands of lights with my dynamo hubs. For my first dynamo light, I ran the Busch & Muller IQ-X on my old Masi randonneuring bike. Now, I’m currently using the Supernova E3 Pro 2 on both my mountain bike and my all-rounder. The Beacon 2 is being used on my gravel bike.

Okay, on to the review.

The Sinewave Beacon 2

This lil’ light packs an insane amount of dynamo tech in a really small package. The light itself measures only 58mm long, and 42mm wide/tall, it only weighs 115gr (including 36″ of dynamo wire). That’s impressive.

The Sinewave Beacon 2 is made to order with a $50 deposit. The total cost is $350 for black or silver and $390 for other colors. Check here for the colors available for custom orders.

I mixed and matched mine with different colored body and trim rings… black body and blue front and back trim rings. Looks sweet.

It’s designed for use in any kind of condition. It carries multiple seals and electronics that are potted in epoxy for additional protection against water. All of the connectors are gold-plated, to resist corrosion and the elements. It also comes with a 3-year warranty.

At 750 lumens (13+ MPH) I find it enough light for any of the styles of riding that I do. As mentioned earlier, I have this light on my Masi Incanto, and find it works perfectly for road/multi-surface day or night riding. And because it uses a symmetrical beam pattern, it’s awesome for night rides on my local MTB trails, including some fast nighttime singletrack.

Some Unique Features

One of the most unique features of the Beacon 2 is the input and outputs on the back. One is for the use of an external off-the-shelf USB battery pack and the other is an integrated USB charger. That means that you can charge your phone, GPS, or any other USB device directly from the Beacon while riding, without the need to buy or bring a charger.

You do receive a USB-to-DC cable for powering the Beacon with a USB battery pack. As an option, there is an available 20cm long, right-angle USB extension for the times when it is tight behind the Beacon and you need clean cable management.

There is also a three-way toggle switch on the back to either turn the light completely off, run at full brightness, or switch to a lower brightness setting. The lower brightness setting will also make it easy for power sharing when charging an accessory.

Flicker-Free

The Beacon 2 optimizes its dynamo power for slower speeds. Where other lights might flicker or pulsate at slower speeds, like a steep climb, the Beacon 2 remains very stable, with consistent, although dimmer light. I climb at slow speeds, so this was a plus for me.

The Beacon’s power output works like this: the light reaches 100 lumens at 5mph, 375 lumens at 8mph, 600 lumens at 10mph, and the full 750 lumens at 13mph.

It also offers a standlight. A standlight is just what it sounds like. While riding, the Beacon 2’s supercapacitor gets charged up, so when you stop moving, the light will “stand” on for about 5 minutes. This is great for being seen while waiting at stoplights or waiting for a friend on a dark trail. The standlight can be turned off with the toggle switch.

Beacon 2 Installation

There is no mounting hardware when you receive the Beacon 2, but the 10mm mounting tab is compatible with mounting hardware from Busch & Muller, Supernova, Schmidt, etc. I used the Supernova mount to mount mine.

What does come with the Beacon 2 is the light, the 36″ of attached wire that goes to the hub, and the USB-to-DC cable. The Beacon 2 does not come with connectors for the hub.

The reason is, that the light can be used with any 3w/6v dynamo hub. When you purchase your dynamo hub, the connectors and fittings that attach the wires from the light to the hubs, will come with that particular hub.

I soldered and used shrink wrap on the connectors for the SON 28 hub. If you don’t know how to solder or don’t feel comfortable doing it, your local bike shop should be able to get it done for you.

How’d it Perform

As I’ve mentioned before, dynamo lighting is now an essential bit of gear that I prefer to use on every one of my bicycles. I will probably continue to use dynamo tech for most if not all of my future builds.

Since installing the Beacon 2, I’ve paired it with a Supernova E3 TL2 tail light for added visibility while riding on the roads. There’s a hidden and silent benefit to using a dynamo light. It’s the luxury of never having to worry about a light’s battery or a battery’s run time.

The fact that I can plan a last-minute night ride on my MTB, or run to the store at night and not worry about making sure I always have a light charged and ready to go… is awesome.

Bright Light

With the Beacon 2, it’s just automatic. I start rolling and have bright and powerful light ready when I am. During daytime riding, it’s nice to know that I am being seen by motorists… having it makes me feel safer. And, the night-riding benefits are obvious. I found the Beacon 2’s beam to be a “cool” white, roundish, wide pattern that makes it more than sufficient for fast off-road riding.

While night riding on some of my favorite trails, the light output, as expected, got a little dim on the steeper climbs. But, I was climbing/rolling really slow, and that’s how dynamo lights work. But with the Beacon 2 the light output never flickered, and that’s one of the Beacon 2’s highlights. The light provided by my Beacon 2 always remained steady.

The three different LED lights that are in the Beacon 2 illuminate separately. One light at a time as your speed (and the power from the dynamo hub) increases. This is done without any indication that it’s happening from the cockpit.

Charging

I didn’t really find myself needing to charge a lot of accessories while I’ve had the Beacon 2. I did charge my Wahoo Roam a little and it seemed to do a good job. The ability to charge is something nice to have around, even though you may not use it all the time.

I use my phone to snap a lot of pictures while riding. On longer rides, I found it a real piece of mind that I could charge my phone if I needed to, And, it’s a stat-saver if you’ve grabbed an almost depleted bike computer for a ride, and need to keep it going.

Unless you are on a self-supported, multiple-day bikepacking excursion or a long endurance race, the everyday user probably won’t need the ability to charge.

In Conclusion

The Beacon 2 is a fantastic dynamo light. It packs a bunch of power and extras in a tiny package. If you are commuting by bike, or on the road with motorists at any time, for any duration at all, I believe riding with a light greatly minimizes your chances of not being seen. And having a light system that you can literally forget about is blissful.

You don’t have to be backpacking through Baja, Mexico, traversing the Continental Divide, or doing the Race Across America, to take advantage of what the Sinewave Beacon 2 dynamo light has to offer.

It’s made here in the USA, its construction is of the highest quality, and it gives you the peace of mind of having a light and charging source with you at all times while riding your bicycle.

SinewaveCycles.com

The post Review: Why You Need the Sinewave Beacon 2 Dynamo Light appeared first on Bikerumor.

Yesterday, I wrote a long breakdown of Scott’s all-new carbon Ransom enduro bike, but now I want to dive deeper into my experience riding the top-spec Scott Ransom 900 RC. Scott developed the new bike to take enduro up a notch. And with an all-new 6-bar suspension design and unique rear suspension remote, they created what I see as a freeride bike for the downhills and an all-mountain trail bike for the climbs. With almost no compromises at either end of the spectrum.

Riding the new Scott Ransom 900 RC carbon enduro bike

I spent three long days back in mid-November riding the new bike on steep, rocky & loose natural trails in Santa Coloma de Farners, just outside of Girona, Spain. And I came away wanting to ride the bike more and more. And then I left. Wishing that my home bikepark wasn’t already deep in snowy skiing season for the next several months.

All-new 6-bar suspension design

There’s plenty that’s unique about the new bike. Like its relatively complicated 6-bar suspension design. Or the Integrated Suspension Technology design that hides the rear shock inside the bulbous downtube. Or internal frame storage, internal cable routing, adjustable geometry, and more.

Read my full 2024 Scott Ransom launch story for all the nerdy details.

But what really struck me about the bike was that it was just super composed and playful to ride. With three distinct personalities.

It could be a full gas freeride bike that wanted to fly down rough tracks at high speed. It could be a progressive enduro bike that dove into technical sections and popped off every lip on the trail. Or it was a upright trail bike, that clawed its way up steep and tight climbs.

How it does all three comes down to Trac-Loc

This is genuinely the single most important feature of the new Ransom. And it is what makes you really able to enjoy the 170mm of plush 6-bar rear suspension.

You can’t actually see the tech that makes this work. Because it happens inside the custom Fox Float X Nude EVOL rear shock. And you can’t even see that because Scott hides it inside the frame. So, instead we look at the 3-position Twin-Loc 2 remote. The two upper levers cycle you through 3 rear shock modes – Climb, Ramp Control & Descend. And the lower lever is your dropper post remote.

It’s not a lockout, but rather three different shock tunes accessible at the push of a button.

Climb, Ramp Control, or Descend

The fully open Descend mode is built to fly. Here you get unrestricted access to the best that the 6-bar can deliver. A rearward axle path and progressive linkage rate that east up big hits for breakfast. Go down as fast as you can hold on, like you are riding a few years old DH bike, but upgrade with 29er wheels to roll over everything.

The middle Ramp Control mode is the most interesting. By closing an air chamber in the rear shock, you effectively get volume spacers that you drop in at the push of a button. No change to the full 170mm of travel or your compression damping settings. The bike just becomes instantly more progressive.

Changing volume spacers to adjust your shock progression for different riding conditions isn’t really feasible for the average mountain biker. But being able to do the same thing at the flick of a switch is game-changing.

Interestingly, the middle Ramp Control mode is a lot of fun on descents that aren’t too technical – think flowy berms and jump lines. But it’s also good for climbs that aren’t as smooth or steep.

Lastly, Climb mode increases compression damping, reduces rear travel down to 130mm, and lowers the air volume for more progression. Together, it makes you sit up higher in the stiffened suspension, and makes pedaling uphill a breeze. Perfect for when you really need to stomp up some steep climbs that demand your attention.

Riding the new Scott Ransom 900 RC out on the trail

The first thing I did on the new Ransom was pedaling up steep, rocky, sandy fire road climbs. And alternating between Ramp Control & Climb let me adjust the bike to how my legs were feeling at the time.

Then as the big rock slab descents got steeper and rougher, I would transition from the playful Ramp Control mode into full-on Descend to let the bike soak up the big and sometimes unexpected hits. And as I got up to full-send speeds, I could let the gravity-shredding magic of the new 6-bar really do its thing.

How much does it really weigh?

Looking back at it now, it’s no big surprise that my sub 16kg ready-to-ride test bike climbed well in 130mm travel mode. (Size Large at 15.96kg with 480g of Mallet DH pedals, a bottle cage, set up tubeless, and with a spare tube, levers & chaintool inside the matchbox internal storage.)

Of course, that’s not superlight for a trail bike, but with a gravity-ready burly build it’s really not that heavy. My steel enduro hardtail weighs almost that with everything I carry on regular rides. And my carbon fatbike with 130mm fork, a frame pack to carry extra warm clothes, and light studded tires weighs the same at the moment. And I’m happy to pedal those slowly up endless climbs, too.

Weight is really the only compromise in Climb mode. And there don’t really feel like there are any in Ramp Control or Descend modes.

Transforming from Trail to Enduro to Freeride, and back again

The transformation seems like a much bigger attitude shift than I’m used to in bikes with remote lockouts or adaptable geometry. Singling out one, I feel like the shift is significantly more that the experience I’ve had with Canyon’s innovative ShapeShifter on their Strive enduro bike. Plus, I appreciate that the Ransom achieves the same concept entirely inside the shock, which feels less complicated, and less likely to deteriorate in performance over time.

I pedaled up a lot on this bike. It undoubtedly is totally a reasonable climber. But internally, we got to talking about ebikes after riding this new bike, because at this price & weight-level, there are some solid e-Trail eMTB options, too. For those that are itching for the assist to cram more ascents/descents in, there is a use-case for eMTB in some locales.

But the Ransom is simply so much more fun descending on really rough trails, that I’m happy to take a few extra minutes and sweat out a bit more on the climbs to get to my downhills.

And really it would/will be a blast in the bikepark. It feels way more like a DH bike going down than most of the enduro bikes that I regularly ride at my local uplift. And way better at climbing than the other big bikes, more on par going uphill with lighter all-mountain or trail bikes. The 2024 Scott Ransom is now officially a gravity bike, but it manages to vastly improve pedal-ability at the same time thanks to Trac-Loc and user adjustable geometry.

2024 Scott Ransom 900 RC build spec

The 2024 Scott Ransom 900 RC reviewed here is the top-tier 10,000€ build, with the full HMX carbon frameset, Fox Factory suspension, and a SRAM X0 Eagle AXS Transmission. While, there’s not a lot more you could ask for, even with money as no object. Perhaps a gravity-ready carbon wheelset could save a few grams. But for a bike built to smash bikepark laps and race blindly through rock gardens, the aluminum RaceFace R30 wheels are at least something to not worry about.

Now do I really need all those fancy components to enjoy an enduro bike? I think there are plenty of compromises I could make to save a few bucks, and still be happy.

It’s really hard to ignore the 10,000€ pricetag of the bike, no matter how good it rides. Sure, there are a lot of more expensive bikes out there. But this is clearly far out of many riders’ budgets. There is a silver lining though…. All of the unique tech that makes this bike great, is also available at lower pricepoints. Not exactly cheap. But the 6000€ 920 & 5200€ 930 have the same 3-mode rear shock function, a slightly heavier carbon & alloy frame, and more affordable mechanical drivetrains. At just 1-1.5kg weight penalty.

Final Thoughts on the new Ransom

I can’t think of a bike I’ve ridden in recent memory that was more composed and confident on the downhills than this new Scott Ransom.

And I kinda fell in love with its Trac-Loc remote. Especially, riding even downhills with the rear shock in the middle Ramp Control mode was a playful blast. And I really wish this was an option on almost every big travel bike I ride – from all-mountain to DH. Then, of course, popping it into Climb mode transformed the bike completely. It didn’t drop 2kg which would have been nice, but it did make it climb much better than I anticipated.

If I were looking to buy a new bike for enduro racing and riding bikepark laps, this is the first bike that I would think of. But realistically, I would consider those more affordable models first.

Scott-Sports.com

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With a short-nose shape just updated this past autumn, a new Fizik Argo X1 level of the gravel & off-road racing saddle sheds weight with a carbon rail upgrade. I’ve been riding & training on this saddle in 2 different spec levels for almost half a year, and it’s hard to argue with…

Fizik Vento Argo X1 off-road racing saddle gets carbon upgrade

Fizik revamped their short-nosed road Vento Argo saddles for more off-road riding & racing with the Vento Argo X a couple of months ago. But now gravel, cyclocross, and even cross-country mountain bike racers can opt for a new lighter Argo X1 with carbon rails.

Built for fast-paced off-road riding, the Fizik Argo X rounds off all the corners of its road sibling, keeping the gently curved top that is comfortable as you move around on the bike. Then, it adds a shade thicker foam, a flatter nose to perch on for steep climbs, and a reshaped ergonomic cutout for improved comfort over bumpy terrain. so your crotch doesn’t get caked in mud. Plus, that cutout gets a rubber mud flap so your crotch doesn’t get caked in grime.

Now you can get it with chromoly, titanium, or… carbon rails.

Riding Impressions

Even though it was only officially introduced last November, I’ve actually been riding the revamped Argo X since last summer on the latest Canyon Grail CF SLX, with ti rails. And now, the new carbon-railed Fizik Argo X1 is sitting on my cross bike. Strapped to my indoor trainer for a little warm-up vibes before CX Worlds this coming weekend.

The feel is exactly the same on both bikes. And that’s a good thing. The saddle has firm but supportive padding. Its fiber-reinforced shell is plenty stiff. But then, there’s still a bit of compliant flex in its wings, to not feel unyielding when pedaling. And the large central cutout prevents any undue pressure. While the small mud flap then keeps road & trail spray off my butt, with a tiny vent slit that lets a little airflow through and allows rainwater to drain out on those wettest rides.

The X1 & X3 share identical construction, but for the material of the rails. That’s a great feature in my book. As it means you can pick the model you prefer based on price, weight, and compatibility with your seatpost. My 140mm X1 weighs three grams more than claimed, at an actual 195g.

In my mind, you wouldn’t go wrong with any of the three spec-levels.

Tech Specs

• Length: 265mm
• Width: 140mm or 150mm
• Height at 75mm width: 45mm
• Length from nose to 75mm width: 120mm
• Claimed Weight: 192g (140) & 199g (150)
• Shell: fiber-reinforced nylon
• Rails: 7x9mm oval carbon
• Made in China

Fizik Argo X1 – Pricing, options & availability

The new carbon-railed Fizik Argo X1 gravel saddle sells for $210 / 199€, and comes in 140 or 150mm widths. If that is altogether out of your price range, the same shape, padding & shell are available at the X3 level for $160/150€ with Kium ti rails, or at the X5 level for just $110/110€ with S-Alloy steel rails, 41g & 52g heavier, respectively.

Get them all now at Fizik retailers, or online direct from:

fizik.com

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This time last year, Shimano announced their upgraded RIDESCAPE lens technology for their existing S-Phyre and Aerolite sunglasses. Today, they are introducing three cycling sunglass models with the redesigned Technium and the new Technium L and Twinspark, all of which come with Shimano’s RIDESCAPE lenses with six “options that are tuned for different riding conditions and terrain types”. I was lucky to get my hands on the new Technium and Technium L last week, and after several rides, I’ve got some first impressions. But first, some details about Shimano’s latest additions to their growing lineup of cycling sunglasses.

RIDESCAPE Lenses

All three new models are built around Shimano’s RIDESCAPE lenses, a collection of six lenses designed specifically for different types of riding and light conditions. These lenses aim to cover all the bases from trail, gravel, and road, to super bright, daylight, and dim lighting. All of the lenses offer full UV400 protection, have been treated for scratch resistance and water repellency, and are made from a BPA-free polyamide material.

• RIDESCAPE ES: Bright Vision: Extra sunny-tuned lenses minimize light transmittance to shield your eyes from extreme sunshine and blinding road glare. This reduces eye strain and makes differences in the ground’s texture easier to see.
• RIDESCAPE HC: Daylight Vision: Daylight-tuned lenses filter out harsh asphalt glare to boost contrast and sharpen surface details. Richer colors and higher resolution give you a clearer view of the world for more confident and comfortable daily riding.
• RIDESCAPE RD: Road Vision: All-around road-tuned lenses enhance certain colors and suppress others to boost asphalt contrast and visibility. This reduces eye strain and makes it easier to spot and react to hazards like potholes and rocks from afar.
• RIDESCAPE GR: Gravel Vision: Gravel-tuned lenses boost the contrast of a wide range of surfaces to highlight subtle transitions between gravel, dirt, and asphalt.
• RIDESCAPE OR: Trail Vision: Off-road-tuned lenses reduce glare from sun leaks when riding in and out of the shade and sharpen visual awareness so you can react more quickly to various trail surfaces (rocks, soil, sand) and common obstacles (roots, stumps, gaps).
• RIDESCAPE CL: Dark Vision: Cloudy-tuned lenses boost light transmittance for better visual performance in dark, cloudy, and wet riding situations. Anti-reflection coating reduces oncoming headlight glare.

Technium

The new Technium sunglasses feature a full-frame design and a large, one-piece lens. They offer ample coverage with cylindrical lenses that I measured at 145mm wide and 55mm tall (including the frame). The lenses have small cut-outs on the upper and lower corners intended to allow a little airflow and reduce the chances of fogging. The Technium glasses come with your choice of the RIDESCAPE RD, GR, and OR lenses and come with a spare clear lens and a storage/lens cleaning bag.

The frame is made with 45% Arkema Rilsan® clear G850 Rnew, a bio-based polyamide material. The arms are dropped slightly which helps avoid interference with extended temple coverage on some modern helmets, and the tips have textured rubber grippers to help them stay secure on your head. Additionally, the textured rubber nose-piece is reversible and allows the user to quickly and easily adjust the nose bridge fit with thicker and thinner sides.

Technium Specs:

• Frame Colors: Matte Black, Matte White, Crimson, Smoky Navy, Dark Olive, Bronze Gold
• Frame Material: 45% Arkema Rilsan clear G850 Rnew bio-based materials
• Weight: 27.4 grams
• Lens Options: RIDESCAPE RD, OR, and GR
• Spare Lens: Clear
• MSRP: $100 USD, €99.95

Technium L

The Technium L sunglasses are a new half-frame model that is very similar to the full-frame Technium, just without the lower portion of the frame. The frames are made from the same material and also feature the reversible nosepiece and textured rubber grippers on the arms. While the one-piece cylindrical lens is roughly the same size, they look and measure a tad smaller overall without the lower frame. We measured the lens width at 140mm and height at 52mm (including the upper frame).

The Technium L is a tiny bit lighter at 26 grams and is available with the RIDESCAPE RD, OR, and GR lenses, as well as a Photochromic Gray. They also come with a spare clear lens and a storage/lens cleaning bag.

Technium L Specs:

• Frame Colors: Matte Black, Matte White, Crimson, Smoky Navy, Dark Olive, Bronze Gold
• Frame Material: 45% Arkema Rilsan clear G850 Rnew bio-based materials
• Weight: 26 grams
• Lens Options: RIDESCAPE RD, OR, GR, and Photochromic Gray
• Spare Lens: Clear
• MSRP: $100 USD, €99.95 ($125 with Photochromic lens)

Twinspark

The new Twinspark is Shimano’s value-oriented offering that’s a half-frame design paired with the RIDESCAPE HC Daylight Vision lens. It looks somewhat similar to the half-frame Technium L, but buyers are not given lens options, nor do they come with a spare clear lens. Regardless, the Twinspark seems like a solid value with the RIDESCAPE HC lens and a retail price of just $65 USD.

Twinspark Specs:

• Frame Colors: Black, White, Deep Red, Smoky Navy
• Weight: 25.3 grams
• Lens: RIDESCAPE HC
• MSRP: $65 USD, €54.95

First Impressions: Riding in the Technium and Technium L

Thanks to some unusually mild winter conditions here in the mountains of northern California, I’ve had the chance to test out both the Technium and the Technium L glasses, and so far, I’ve been impressed by both their comfort and the quality of the RIDESCAPE lens optics.

Unboxing

Both the Technium and Technium L come in a small cardboard box with a folding magnetic lid. While I certainly appreciate a fancier zippered hard case, I could see this box being useful for travel or long-term storage. Inside, the glasses come in a microfiber storage/lens cleaning bag that has a dedicated sleeve for storing the spare clear lens.

Fit and Coverage

I’m a big fan of large coverage sunglasses and I appreciate the size of both the Technium and Technium L. They both provide excellent coverage without completely dominating my face the way some larger sunglasses can. Shimano seems to have the sweet spot in terms of curvature, for me anyway, where the glasses sit close enough to my face to block the sun at extreme angles and keep birt or mud from flinging into my eyeballs without making any contact with my cheeks or brow. Additionally, the upper part of the lens extends high enough that I can’t really see the upper frame when I’m down in the drops on the gravel bike or riding steep terrain on singletrack trails.

I appreciate the dropped arm design as I’ve experienced some helmet and sunglass combinations that haven’t been ideal due to them making contact while riding. The lowered arms avoid that situation entirely. The arms are also a well-considered length that doesn’t extend too far back behind the ears, and I had no issues with them conflicting with either the helmet shell or the retention system on the three different helmets I tried them with. The fit adjustments are limited to the reversible nosepiece, but it is quick and easy to flip around and it makes a noticeable change to the fit on the bridge of your nose. I found the textured rubber of the nosepiece to be quite comfortable, and along with the rubber on the arms, it kept the glasses very stable on my face at all times.

Lens Performance

I had the opportunity to try two different lenses since the Technium and Technium L came with the RIDESCAPE OR (Trail) and RIDESCAPE GR (Gravel) lenses, respectively. Luckily, I was able to go on both gravel and trail rides in the past week to see how they performed in the conditions for which they were designed.

The full-frame Technium glasses came with the RIDESCAPE OR lens that’s intended for off-road/trail use. Shimano doesn’t specify a VLT (visible light transmission) percentage for any of the lenses, but it’s definitely on the lighter/brighter end of the spectrum. If I had to guess, I’d say it’s probably right in the ballpark of 35 – 40% VLT. They have a rosy tint and are very pleasant to look through with super sharp and distortion-free optics. They seem to boost contrast quite well and perform great in mixed lighting conditions, like those experienced on forested trails while mountain biking. I tend to gravitate toward lenses that aren’t too dark, and I’ve always been a fan of a rose tint for riding in and out of shadows, so I really enjoyed the OR lens.

The Technium L glasses I tested came with Shimano’s RIDESCAPE GR lens that’s been tuned for gravel riding. The GR lens is quite a bit darker than the OR lens (best guess around 20 – 25% VLT), and it has a greenish/grey tint that has more of a cooling effect. I took them out for a mixed surface gravel/road ride and found them to work very well for that application. Again, the lenses were super sharp and distortion-free while doing an excellent job of reducing glare and muting the harshness of the low-angle January sun. They tend to mute colors a bit as well, but the contrast was excellent and I could see every bit of surface texture on both paved and gravel roads.

Parting Thoughts

I’ve only spent a little time riding in the new Shimano Technium and Technium L sunglasses so far, but my initial impression is that they are really good. They fit me well, provide ample coverage for my sensitive eyes, are stable in use, and have quality optics that rival the best in the business. And, while $100 isn’t exactly “cheap”, it is super competitive and comparatively quite affordable in the context of premium cycling sunglasses, many of which cost more than double that price. I’ll be spending significantly more time riding in both models this winter and spring to see how they stack up against the best cycling sunglasses on the market in the long term.

More info at ride.shimano.com

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It’s been almost 20 years since my first trip to Moab, UT, and a lot has changed. Sure, the Slickrock is still just as impressive and awe-inspiring, but the town itself is hard to recognize. Thanks to an explosion of outdoor recreation for everything from trail running to side by sides, Moab has seen huge growth in tourism – and with that, the need for more hotel rooms.

While many of the hotels you’ll find in Moab are the typical uninspired chain hotels you could find in any city, there are a few new options in town that specifically cater to adventurers. Field Station Moab is exactly that. A base of operations for red rock adventures, Field Station is uniquely equipped to help you make the most out of your visit to Moab.

Walk in the front door, and instead of a boring lobby, you’re greeted by an impressively complete gear shop full of last-minute necessities. Forgot ride food or hydration? An extra layer? First aid kit? They have all that and more. If you’re in need of bigger items like, you know, a bike, the rental counter probably has you covered there too.

Inside you’ll also find the Little Station Coffee + Kitchen that serves breakfast, lunch & dinner with plenty of drink options. It opens out to a spacious back patio with plenty of outdoor seating and a fire pit next to the pool (and hot tub). Our trip got kind of sideways and the weather didn’t allow us to spend much time pool or fireside, but it looked inviting when we arrived.

No need to search for water

One of the best amenities on offer? The free water bottle (or hydration pack) filler in the lobby. Seriously, why is this not a thing in every hotel? No need to wander around hoping to find a water jug in the gym on the sixth floor. Just stop by the filler on your way out for an adventure – Moab is quite dry after all, so drink up.

Guest Room Details

When it comes to the rooms themselves, here you’ll also find outdoor inspiration indoors. We ended up in a Double Queen + Bunk room, which is listed at 6 people max. Inside the room, there are signs of the building’s former life as a tired Super 8 in the desert like windows that don’t quite seal and overworked air conditioners, but the experience was for the majority a positive one.

Realistically, this room would be great for four friends who each want their own bed, or 8 if you don’t mind going two people to a queen bed. For bigger groups of riding buddies that would probably be crashing in the same room anyway, this is a pretty luxe way to go about it.

Inside the cleanly decorated room, there was a Dometic cooler, camp chairs, and camp blankets to provide an outdoorsy feel while being perfectly functional indoors. More importantly, there was a bike stand showing that Field Station expects you to bring your bike inside. Just realize that there is no elevator for the two-floor hotel, so you’ll have to carry your bike and gear up the relatively short steps (along the same lines, if stairs are an issue, make sure to request a room on the first floor). Also, since we stayed there, they’ve updated the website to mention checking at the front desk for a bike cover prior to bringing your bike into the room – likely to try and keep things as clean as possible inside.

Moab Vanlife Parking Options

Those who don’t need a hotel because they have a sweet van will also find a spot at Field Station. Literally. Vanlifers can rent spots just outside of the pool which include power hookups, shower & pool access, wifi, and the all-important bike wash station for just $29 per day, year ’round. We spoke to a couple who had just stayed at Field Station in one of the Van Life Posts and said they would definitely stay there again.

Bike Cleaning Station

During our stay, I put the bike wash station to use during a thunderstorm which meant a very quick wash. Under normal conditions, there are also tools available so you can work on your bike if needed (while not dodging lightning).

Located just up the road from Arches National Park, Field Station’s location means you don’t have to deal with downtown Moab traffic unless you want to check out the restaurants and shops. Love Muffin is a must, though they’re not open Wednesday and Thursday, so plan ahead. Moab Garage Co. is another great spot for breakfast or lunch, and I had some amazing sushi at Sabaku.

Learn your knots, and where to go

If you find yourself in Moab and not sure what to do, Field Station also offers curated Experiences which include guided mountain bike tours, climbing, canyoneering, and rockaneering trips, and even complimentary Mappy Morning trip planning sessions.

Whether it’s your first trip to Moab, or you’re a seasoned red rock adventurer, Field Station Moab seems to have something for everyone. It’s one of those rare hotels which can actually enhance your adventures, rather than simply providing a place to stay. You get that too, but you seem to get a whole lot more – which is worth the price of admission.

fieldstation.com

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Ortlieb has a new Duffle RC combination waterproof duffle bag and backpack. It’s not only cheaper than their standard duffle, but simpler and much easier to use in practice. Inspired by the design of the roll closure Rack-Pack, the new Ortlieb Duffle RC comes in two sizes – big or huge. And we’ve started stuffing our gear inside the smaller 49L one to keep everything protected from the nasty wet winter weather outside…

Review: Ortlieb Duffle RC 49L waterproof backpack/duffle bag

The new Duffle RC is kinda the combination of some of best features of several popular made-in-Germany Ortlieb bags. Or course it starts with their signature heavy-duty waterproof coated polyester fabric and high-frequency welded seams.

It adapts the split clamshell design from their Atrack & Duffle backpacks that keeps your back clean & dry. It directly uses the same adjustable & removable shoulder straps and extra lashing points from the Duffle. And then, it inherits the easy-access wide mouth roll top closure of the Rack Packs.

No zippers, no extra pockets, no unnecessary features. Just a cavernous opening to stuff full of gear you want to keep clean and dry.

Tech details

The defining feature of the Duffle RC is the long 60cm Roll Closure that opens wide to let you stuff your gear in. The standard Ortlieb Duffle uses a long TiZip zipper, which to be waterproof uses giant stiff teeth that aren’t super easy to use. In fact, I’ve gotten my skin caught when yanking one closed, and I no longer have any desire to get another bag with a zip like that. That does mean the Duffle RC is only IP64 waterproof – meaning dustproof & protected against splashing water from all directions. Not quite the IP67 rating that lets you dunk the original Duffle underwater for a half hour.

I’ll happily take that compromise. And try not to end up underwater with an Ortlieb Duffle RC on my back.

The Duffle RC 49L (2990in³) measures 61cm long x 34cm in diameter when stuffed full.

And my 49L bag weighs 967g, a bit less than the 1kg Ortlieb claims.

Its 2 lightly padded & ergo-shaped shoulder strap are adjustable or removable. They include a neat velcro strap offset near the middle that joins them together for an easy-carry handle. Or, run one strap diagonally as an over-the-shoulder sling strap. There are also 4 daisy chain loops on each side of the roll-top to attach extra cargo straps or to strap the duffel down to a bike rack.

Sustainability

It is made of a PVC-coated fabric, which is durable and waterproof, but not really nice for the environment when disposed of improperly. Ortlieb are ongoing with sustainability evolutions to transition more products to be PVC-free. But they live by the idea their long product life & repairability are the first step anyway. Including in-house consumer repairs.

And Ortlieb knows they have “a long way to go” for improvement. So, they will always take back gear with PVC at the end-of-life for the product, so it gets handled correctly.

First Impressions Review

As I alluded to in the details above, the Ortlieb Duffle RC 49L bag is still new to me, but I’m already quite pleased with it. It’s really a no-nonsense way to keep gear protected. I love the simple roll closure for getting inside. That big opening is so much easier than anything else to dig deep in a bag. My only thought is that I probably should have gotten the light colored orange bag to make it easier to see deep into the dark crevices inside.

It’s also great that the opening is on the same side as the shoulder straps. So I can drop it onto the muddy ground, open it up to get my stuff, roll it back closed, then put the clean side back onto my back. I have another duffel that has shoulder straps and a padded back on the opposite side of the opening, and opening it on wet/snowy/muddy ground is a mess.

And, I’m already a fan of using small & light musettes to organize my gear inside. Ortlieb also has new Packing Cube bags for organization, that I’m going to try out as well.

So far, I’ve only used it in backpack mode, and tossed it into the box of my cargo bike. Those simple shoulder straps are surprisingly comfortable and stable.

But I can also imagine strapping it down onto a big rear bike rack – there’s plenty of space on the back of this silly thing to lash down a 60cm long stuffed Duffle RC. It is too big for a regular rear rack, but strapping it to any cargo bike would be a solid way to keep your stuff dry, and transition easily off the bike.

Ortlieb Duffle RC – Pricing, availability & options

The benefit to the simplified Ortlieb Duffle RC design is that it’s more than a third cheaper than the standard Duffle, even though it’s still 100% made-in-Germany. My smaller but still big Duffle RC 49L sells for $130 / 120€. And the huge 89L one is just a bit more at $150 / 140€. (Compare that to $230/185€ & $250/195€ for the closest size Duffle 60L & 85L, respectively.)

The versatile Duffle RC comes in black, olive green & coral orange. And is available now from Ortlieb direct in the USA or EU. Or through regular Ortlieb retailers.

Ortlieb.com

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Let’s talk about handlebars, shall we? More specifically, Tumbleweed Bicycle Co’s new Big Dipper Drop Bar. Let me start by saying that I love the Tumbleweed Persuader Bars that I’ve been using. They are wide (810mm) and wonderful. So when I saw that Daniel over at Tumbleweed released their new Big Dipper drop bar handlebar, I wanted to try them out.

I’m a firm believer in the benefits of riding with wider handlebars. In my experience, they offer the rider more comfort and control. When it comes to trying wide drop bars in general, I didn’t think I’d initially like them. I’m from the old-timey days, when it was believed that your road bars should never be wider than your shoulders.

A few years ago I had the opportunity to swap my 44cm bars on my Masi Rando bike and try a “wider” pair of 48cm bars. Jeez, that changed how I felt about the wider bars. I really liked the way those 48cm bars felt, along with the added control and hand placement they offered me. I wanted more… I wanted to go wider.

When it came time to build my first gravel bike, I chose the Curve Cycling Walmer Bar in a 50cm. That bar felt like the perfect width for me. I don’t think it’s the most comfortable bar, and I don’t care for the amount of flair. But, I’ve put hundreds of miles on it in the last year, and I am ready for something different.

Along came the Tumbleweed Big Dipper drop bar.

The Big Dipper Drop Bar

Daniel designed the Big Dipper to pair perfectly with Tumbleweed’s drop bar adventure bike, the Stargazer. Ready for a good time, the Big Dipper drop bar is rated for off-road use (ISO 4210 mountain bike strength/fatigue testing). The bar has got clamping diameter of 31.8mm and is made of triple-butted 7000 series aluminum, which is stronger than 6000 series.

It’s wide right from the get-go with the smallest size being 51cm. The sizes of the Big Dipper go up from there with the next sizes being 54cm and 57cm. According to Tumbleweed, the width is measured from center to center at the hoods. It has a shallow drop (109mm), a short reach (50mm), as well as a nice 5° back sweep.

First Impressions

When I received the handlebars, I was pretty excited to get them installed on my Masi Incanto. I had just received fresh rolls of Camp and Go Slow’s Western Rattler bar tape and couldn’t wait to install the bars. I’m sorry to say that I forgot to weigh the bars in my haste.

Tumbleweed gives an average weight of 385g across the available sizes of the Big Dipper. Mine is the smallest of the three, so I’m guessing mine (51cm) is under the average weight. I don’t think weight is crucial when using a bar like this. I will say that it feels substantially lighter than my 50cm Curve Walmer Bar (425g)

Easy Installation

Getting the bars mounted was easy enough. It had “to and fro” markings that helped center the bar in the stem. Once I got them mounted and taped up, I took them out for a lil’ 20 miler.

So far, the 5° back sweep on the Big Dipper feels ergonomic and comfy. The Big Dipper also feels more compliant than the Walmer Bar on the little bit of rough stuff that I’ve done so far.

Another thing I like a little better about the Big Dipper is the 20° flare when compared to the Walmer Bar’s 29° flare. On paper, the difference between the two doesn’t seem like much, but when riding with the Big Dipper, I instantly noticed that it was more comfortable while braking in the drops.

The Big Dipper has a nice short reach of 50mm. When compared to the Walmer Bar’s 65mm, my initial thought is that I may need to up the size of my stem from 90mm to 100mm. But, the jury is still out, as the Dipper has me riding a smidge more upright in the bike’s current configuration, and I don’t hate it.

The 109mm drop on the Big Dipper feels the same as my Walmer Bar whose drop is 110mm, so nothing to report there initially.

Not the End

So far the bar feels like a great match for the Masi Incanto and for my riding style. It has plenty of room for a lot of hand positions, and the real estate for a good-sized front handlebar bag.

I’ll be running the Big Dipper through its paces in the months to come. If it’s anything like the Tumbleweed Persuader Bars that I have come to love so much, I anticipate a solid relationship being built between myself and the Big Dipper.

Tumbleweed.cc

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