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America's Next Big Cycling Star: Andrew Talansky

It’s a rare cyclist, who, at age 25 and only his second appearance in the Tour de France, can enter the world’s biggest bike race as a dedicated leader.

But that’s just the situation Andrew Talansky will line up to Saturday in Leeds, England. Garmin-Sharp announced its Tour roster earlier this week, and the team is built explicitly around Talansky’s GC ambitions.

The young American isn’t as showy as some of his up-and-coming peers, but he has quietly established himself as one of the world’s most promising American stage racers. Last year, he finished 10th in his Tour debut.

And last month, he demonstrated he’s ready for more by snatching the win at the Critérium du Dauphiné, considered the ultimate Tour tune-up, from both Chris Froome and Alberto Contador. The only other Americans to have ever won the Dauphiné were Tyler Hamilton in 2000 and Greg Lemond in 1983.

Talansky is demure about his chances of repeating that success in France—he’s still young, learning. But after the Dauphiné, Froome and Contador are sure to be watching him. And so should you.

We caught up with Talanksy at his European home in Girona, Spain, late last week as he made his final Tour preparations. With composure that belies his age and an easygoing enthusiasm that’s catching, he brushed off prognostications with a smile and said he was simply eager to race.

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OUTSIDE: You targeted a win at Romandie but ended up 11th. What happened?
TALANSKY: Going into that race, I was more fit than I’ve ever been in my life. Numbers wise, fitness wise, I was ready to be on the podium. But that’s the beautiful part of this sport: it’s not run in a lab.

I was in good position early and right there with Chris Froome and Simon Spilak at the most critical moment on the final climb on Stage 3. Then my chain came off. I spent a bunch of time trying to fix it and pretty much lost all shot at the GC. Then a few days later at the time trial, I had some stomach issues. I was vomiting from the bike at 60 miles per hour on the downhill.

It’s frustrating, you put in the work and think you’re ready and then somehow because of things out of your control, it just doesn’t line up. But the work that I put in for that race is still paying off.

Did you go into the Dauphiné thinking that you could win?
Honestly, no. I knew where my fitness was at the start. I knew I was good and that I was there to get even better for the Tour. Barring anything going wrong, like in Romandie, I figured I could be in the top 10.

And if everything went perfectly, I thought I could be top five. But I never really imagined that I would win it. Alberto Contador was the strongest guy in that race, no question. But that’s the thing about cycling, the strongest guy on paper doesn’t always necessarily win.

After Stage 2 of the Dauphiné, you said, “Contador and Froome are on another level. It’s their race, we are along for the ride essentially.” But that’s not the way it played out. What lessons do you take away?
I didn’t mean that in a defeatist way at all. I meant it in a respectful and realistic way. I think it is important to be realistic about where you are in your sport, and I am 25 and still young in terms of results.

Froome is 29, and when he is at 100 percent, he is a Tour de France winner. Contador is in his 30s, and he’s won all three grand tours. To just go out and say you are going to beat those guys, it’s not realistic. That didn’t mean that I wasn’t going to try and race them. It didn’t mean I wouldn’t take the opportunities when they came.

On the last stage, when Contador finally chased, you opened up a wider gap to him on the last climb. Does that give you confidence?
It was absolutely a complete confidence boost. Contador spent a lot of energy chasing alone on the penultimate climb while Ryder was doing all the work for me. So it’s maybe not an exact comparison. But yes, it does give me a lot of confidence to know that I can climb with Contador and Froome and to have opened a bit more time on Contador on that climb.

I saw that even on Saturday, when it was more of a traditional day. Contador was up the road, and Richie Porte went to the front to pull for Froome. Right away, everyone began losing contact. In the end, I was the only rider who was still there.

My climbing level has progressed significantly in the last two years. It confirms the training I’ve been putting in and the work I’ve been doing. And it gives you confidence. If you can do it once, you know you can do it again. Now, can I do it this year late in a three-week stage race? I don’t know. We’ll have to wait and see how my body adapts. But I definitely learned in the Dauphiné that I can be right there.

Does this year’s Tour route suit you better or worse than 2013?
I honestly don’t know. It’s only my second Tour, and it’s quite a bit different than last year. The Pyrenees come in the last week, which is maybe not so good for me. I do better on the longer steadier climbs of the Alps, but then again maybe having the Pyrenees late will balance things out.

And there’s only one time trial, but it’s quite long and quite difficult and it’s on the last day. I tend to hold up well over three weeks. So I’m really looking forward to that time trial. Overall, I think all of the differences are good for me. In just two years, I am going to get to see two very different Tour de Frances, and we’ll hopefully find out which type is better for me.

I know that my training is better this year, and that I’m arriving at the start better prepared. So all I can do is show up and see how it plays out.

Are there stages that you're worried about, maybe the ones in England where most people are expecting bad weather or the cobbles on stage five?
Honestly, I’m looking forward to all of it. Every day out there is a battle. Over three weeks it’s a war, but you have to go out each and every day ready to do battle. And I try not to worry about it. I don’t think there’s anything to be afraid of. I’ve seen the stages. I know what to expect.

And it’s the same for every GC contender. We all have to ride in the wet if it rains, and we all have to ride the cobbles. It’s just the way it is. The only choice you have is how you choose to approach it. And what I’ve seen is that when you approach each stage with an attacking attitude rather than just trying not to lose time, you usually come out better. So I try to go into every stage excited and eager because I think the worrying and being afraid will just set you back.

Obviously it’s going to be stressful. But it doesn’t matter what terrain they ran it on. It could be totally flat and dry, and it would still be stressful. It’s the Tour de France, the biggest bike race in the world. It’s always going to be stressful.

Do you worry that winning the Dauphiné will make it harder for you to get a good result in France?
I don’t think it will have any impact on the result I’ll have in France. My goal is to improve on the result I had last year, which was 10th place. Something like Dauphiné was a one-time occurrence. Froome and Contador were looking at each other and calling each other’s bluff.

But they weren’t necessarily there to win the Dauphiné. The two of them are both completely focused on the Tour de France, so I can’t really see the same thing happening at the Tour. You’re not going to get a scenario where those two let anyone build up a big lead.

Everyone talks about the new, cleaner cycling, but there’s still doping controversy, like Ulissi’s positive at the Giro and Froome’s Therapeutic Use Exemption (TUE). Do you believe your competition is clean?
I do, absolutely. That’s just my personal belief, but it’s based on what I’ve seen. I am riding clean, obviously, and I look at the guys that are better than me, and what they’re doing doesn’t seem impossible.

When I was getting dropped as a neo-pro, I said, “Sure, maybe I can’t do now what the best guys are doing. But I feel like I will be able to do it some day.” Some people told me that was naïve, but now I’ve won the Dauphiné, and I’m closer, which is just confirmation of what I thought. The performances I see aren’t unrealistic relative to my own riding.

You’re always going to have the exceptions. You’re always going to have somebody who tries to get an unfair advantage. It’s the same in school, in the stock market. Some people will always try to find the easy way out, the magic bullet. But I think the best guys in the sport now know that there are no shortcuts that are going to last. I completely believe that the only way to win today is to ride clean and do the work. And I think the vast majority of racers take the same approach.

Do you think you can win the Tour de France?
Obviously that’s the dream. When you come into this sport as a young rider, you dream of the Tour de France. It’s the ultimate expression and goal in cycling. So I still dream of winning it someday. Whether that becomes a realistic goal, I don’t know.

I think that it’s realistic to believe that I can compete for the podium. Right now I can see a path to get me there in the next few years. I feel that I have the right mix of strengths and abilities to be up there.

Now, whether it’s going to take the right course, whether we have to wait some years for me to develop, whether I just have to have some luck and everything comes together…there are a lot of factors. And honestly, I have to just keep working and see how I grow and learn to find out how far I can take this. But yes, the dream is still to win the Tour one day.

So if not you this year, Chris Froome or Alberto Contador?
I couldn’t tell you. I can tell you that having seen the way Chris Froome rode last year, if he shows up at 100 percent, I don’t think there’s a person in the world who can beat him.

But Alberto Contador is a bike racer. He’s a competitor. He knows when to attack, and he likes to put people under pressure. He’ll attack on the uphills, the downhills, anywhere. His racing is almost the opposite style of Sky’s, and he knows how to create advantages. So either way, it should make for an exciting race in July. But I couldn’t put my money on one over the other.

What’s on your schedule after the Tour?
It really depends on how the Tour goes. I didn’t have the best training coming into the Tour last year, and I was honestly just tired the rest of the season. I think it took me even into the winter to completely recover from it. But this is my second Tour, my third grand tour, so ideally I can recover better and faster this year and still maybe post up some good results later in the year.

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A Tour Divide Encounter

Last weekend, my wife and I spent several days bikepacking in the San Juan Mountains, along the New Mexico-Colorado border.

We were inspired by the racers of the Tour Divide, the 2,745-mile self-supported mountain bike race from Canada to Mexico, and specifically by our friend, Jefe Branham, who was leading the race and passed along some of these same trails a few days before us.

While we were out pedaling, Jefe finished his long ride and won the race in a staggering 16 days and two hours. It’s a hell of a feat, and we hope to interview him next week—after he’s gotten some sleep.

On our weekend tour, I ran into another Tour Divide rider, 47-year-old Rob Davidson, who reminded me that this race is an accomplishment for every single rider who tries it. Only a freakish fast few will contend for the win, but everyone on the course pushes themselves to, and sometimes beyond, their limits.

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Most of the riders are averaging more than a hundred miles of mountain biking per day, logging very little sleep at night in minimal bivies, and contending with everything from snow up north (which went for days on end this year) to high winds, thunderstorms, and blistering heat down south. The few miles I rode with Davidson provided a snapshot of what it’s like to ride the Tour Divide.

When we rolled up on Davidson, he was on the side of the dirt road fiddling with his bike and sipping the last of the water from a Coke bottle. His sun-chapped red face told of the 17 days and counting he’d been out in the elements, and yet he smiled and joked with the ease of someone who’d only been riding a few hours.

I offered to take a photo, and he tipped his empty bottle to me. “Yeah, tell them I’m tired, hungry, and dry,” he said with a thick Kiwi accent. Davidson came all the way from New Zealand for the Divide.

Davidson remounted his bike, a Ventana with a Niner carbon fork and Gates Carbon belt drive powering a Rohloff internal hub, but just a few hundred feet up the road he had to stop. The cabling was sticky and not functioning properly, and often he had to climb off the bike to shift gears. He’d had the issue fixed back in Ovando, Montana, but it started acting up again.

And with no bike shops anywhere near the course for the remainder of the race, there was nothing to do but bear with it.

Having to dismount each time you want to shift would drive most people batty, but Davidson just laughed. “Better that something on the bike malfunctions than something on your body, like a knee,” he said with a smile. “I’m lucky.”

It was 9 a.m., and Davidson said he’d already been riding more than four hours. He’d slept in the ditch next to the road, where he’d passed out from exhaustion. “I just lay down and figured I’d get back up when I got cold,” he said, explaining that he’d crashed out wearing his kit and arm and leg warmers. It had been pleasant compared to the freezing, wet conditions he’d faced back in Canada and Montana. But at 10,000 feet, it still wasn’t warm. When he woke around midnight, he realized he was still too fatigued to ride so he’d climbed into his sleeping bag and slept until first light.

As we rode, Davidson asked where the nearest resupply point was. I told him it was another 30 miles up the road, in the village of El Rito, and Davidson reiterated that he was hungry. I offered him some of my food knowing full well he wouldn’t accept. Tour Divide rules prohibit taking outside support except at commercial operations.

He said it was his own fault he was low on calories. “I skipped the resupply at Horca. I’d been riding with two other guys for several days, and I just decided I needed to make a move,” he said. “I started with a goal of 20 days, and I won’t hit that. The weather up north was bad. But if I can hold my position, I’ll finish in eighth place.”

He said it with pride. It’s easy to imagine that only the first few guys in this race are going fast while everyone behind is simply out for a pleasure tour. But Davidson was clearly racing.

We ground up a short hill, climbing at around seven miles per hour, which is relatively fast considering how much gear Davidson had loaded on his bike. On the next downhill, he sunk into his aero bars and I had to pedal hard to stay in his slipstream. I was impressed how well he was moving after 17 days of riding.

As we climbed another short rise, I asked him why he’d come. Davidson gestured with both arms at the mountain scene around us. “How can you not want to come ride in this?” he asked. “Every day I’m surrounded by elk and deer.” He’d seen only one black bear so far and almost seemed disappointed that he hadn’t encountered a grizzly. “This is the granddaddy of all endurance races. You just have to come and try it.”

A half hour after I’d met Davidson, we rolled into Plaza Blanco, a tiny mountain enclave that’s not even marked on most maps. A small shack with a hand-written sign marked “Summer Store” greeted us, and a friendly woman beckoned for us to stop. The tiny general store had been closed when I’d passed through Saturday, but was now open for business.

Inside the store, I spied cans of Spam, a refrigerator of sodas, and lots of packaged food. Davidson was ecstatic.

Jen and I left him there to feed and pedaled about an hour down the road to our car, then we drove to a restaurant for a big lunch. Over green chile cheeseburgers and mojitos, we imagined Davidson sitting by the side of the road in bliss with a can of Spam, a Mountain Dew, and a handful of Snickers bars.

Later that afternoon, as I laid down for a nap, I thought of him churning along desert roads in the heat. And before I went to bed at 11 p.m., I checked the tracker. Davidson was still on the move.

Thursday, Rob Davidson was only three hundred miles from the finish in Antelope Wells, New Mexico. You can follow him, as well as the progress of all 133 riders who started 19 days ago in Banff, at TrackLeaders—though it won't tell you anything of the pain they must be going through. Davidson, though, is still heading for that eighth-place finish.

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The Nicest Grain Silo You've Ever Slept In

A “thin place.” That’s how John and Judi Stuart describe their bed and breakfast/working farm that sits on 82 pristine acres in Oregon’s Willamette Valley. The Celtic term refers to an earthly locale whose boundary with heaven is especially fine—a holy border of sorts where you can sense the presence of whatever god turns your crank.

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It’s an apt descriptor for this little valley, located 35 miles southwest of Portland. Here, hills rise and fall, creating a staggered, rugged beauty. Some are covered in vineyards and orchards, others with old pine forest. Squint a little and you might think you’re in Tuscany. It’s no wonder that cyclists, hikers, and food tourists flock to the region.

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After a successful run in the insurance and hotel industries, John and Judi cashed out and bought the Oregon property in 2003. The farm sits a half-mile off Abbey Road, named after the Trappist monastery across the street.

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The agricultural side of the business produces cherries (note the two acres of Queen Anne cherry trees) and various animal products, including goat cheese and eggs from heritage chickens. But the accommodations are the big draw.

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A far cry from the stuffy old Victorian homes that B&Bs typically bring to mind, Abbey Road’s rooms are located in three repurposed steel grain silos connected by a Craftsman-style structure that acts as a common area. There are five rooms total (two on the ground floor and three second-story suites), each with modern decor, a private bathroom, and not one bit of grain (at least none that I could see when I visited this spring).

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Other highlights on the property include various critter-filled pastures (pet a llama! feed a goat!), a beautiful English garden, and the ranch house, where the Stuarts will serve you farm-fresh eggs on the outdoor patio. Add it all up and you get the thinnest B&B this side of heaven.

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5 Bikes to Watch in 2015

Each year in June, about 30 bike industry manufacturers gather in Park City, Utah, to unveil their most compelling product for the upcoming model year. It’s a good time to get a sense of what’s trending and which new technologies to watch in 2015.

Earlier this week, we covered the best new components and accessories from the show. Now we bring you the best new bikes.

Several things are clear: Adventure road bikes are in, ‘cross bikes are still trending, disc brakes are coming to road bikes (like it or not), and 26-inch-wheels are the big loser to 650B. Oh, 29ers are still going strong, too, and fat bikes are here to stay.

GT Grade

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GT doesn’t want to vie with other manufacturers to make the lightest, fastest, stiffest road bike. Instead, the company says it will tailor its road program to bikes built for the bulk of the market—riders who favor comfort and versatility.

Enter the Grade, which has a tall head tube for an easygoing riding position and a low bottom bracket and long wheelbase for stability. The company’s signature triple-triangle design is employed to add more vertical give, and while there’s some high-modulus carbon to add stiffness in key spots, the frame is comprised mostly of variable-modulus fibers for better compliance. The frame is still relatively light at 965 grams for a size medium (1350 grams for the aluminum build).

The bike has disc brakes for more power and less hand fatigue, clearance for up to 40cm tires, and No Tubes’ brand new Grail wheels that handle high-pressure tubeless setups.

It’s a road bike for all terrain, and even though it’s no racer, we found it quick and fun on both the asphalt and dirt around Park City. A top-end carbon grade with Ultegra will sell for $3,300, while aluminum builds will sell for as low as $800.

Cannondale F-Si

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As full suspension bikes have grown ever lighter and more refined, we’ve all but shrugged off hardtails because they often feel appropriate for nothing more than racing.

But Cannondale’s F-Si has us excited about hardtails again. With a 69.5-degree head tube (extremely slack for the genre), it should descend much more playfully than the typical race-oriented hardtail. But Cannondale used a 55-degree offset on the fork and extremely short chainstays to keep acceleration and steering snappy.

There’s interesting asymmetric frame mechanics, too, which allow for 2x setups up front, but also ensure stiffer wheels for better carving and precision. And though the frame is light (960 grams for a size medium), it shouldn’t be harsh thanks to smart carbon layups.

In short, it should be a bike with Ferrari speed and agility, but Land Rover handling and comfort—which looks about right watching Peter Sagan and Marco Fontana throw it around. The Team issue ($8,500) will weight a paltry 18.6 pounds, while the least expensive Carbon 2 ($4,500) will still be just 22.1 pounds.

 

Niner BSB9 RDO

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After last year’s unexpected foray into the road market with the excellent, adventure-oriented RLT9, Niner surprised us again with the launch of a full carbon ‘cross racer.

According to Niner, the BSB9—that’s Blood, Sweat, Beers—is possibly the only ‘cross bike on the market tested to mountain bike standards. That means you can rail it through tough terrain and not worry about breaking it.

The company debuted a new carbon layup process with this bike (which also extends to the revised Jet9 RDO). The company claims the new process makes for a stronger, lighter frame—said to weigh just 965 grams.

Tech and geeky specs aside, however, the BSB9 RDO bears the Fort Collins, Colorado-based company’s signature attention to detail, including full internal cable routing, a gorgeous new thru-axle carbon fork design with clearance for 40mm tires, and stunning paint, decal, and style details including color-matched anodized bits.

Best of all, it will be available well ahead of ‘cross season (a rarity for this genre) in three builds: 5-Star Ultegra Di2 Team build for $6,500, 4-Star Ultegra hydraulic for $4,400, and 2-Star Shimano 105 build for $3,000. 

Pivot Mach 4 Carbon

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We’ve already started to see some full-suspension cross-country race bikes move toward smaller wheels and bigger travel. The overhauled Mach 4 carbon goes even farther down that path.

Pivot founder Chris Cocalis says he settled on 115mm of rear travel and 120mm up front because it’s a length that allows for taut, XC-style pedaling, but still makes for a bigger-feeling, plusher bike on the descents. The DWLink suspension should keep Mach 4 super efficient when cranking, while the relatively slack 68.2-degree head tube angle will make for mannered and fun downhill handling.

Pivot worked closely on this bike with Shimano’s rollout of the XTR Di2 group, and the frame has beautiful internal cable routings (which are also optimized for mechanical), as well as a modular port in the bottom of the frame for a battery. With a lightweight spec, the Mach 4 will build out to right around 22 pounds, and full bike builds will range from $4,500 to $9,000.

 

Mongoose Argus

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If it’s not already clear, we love fat bikes. They expand the range and seasonality of riding and they are more fun than I can express here. Unfortunately, they aren’t inexpensive, and, as niche machines that people would likely buy as second or third bikes in their stable, most people probably can’t justify the expense.

That’s why we love the Argus, a $1,000 fatty. Sure, the company has made a less expensive fat bike in the past, but compared to that monstrosity, the Argus is a real bike built with good parts (think Shimano SLX drivetrain, Tektro mechanical disc brakes, and Vee Rubber tires).

At sub-35 pounds, it won’t be the lightest or nimblest bike out there. But it was plenty fun to pedal around the trails near Park City, and will hopefully serve as a gateway drug by getting more people on big tires.

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The Coolest Cycling Tech of 2015

Every June, about 30 bike industry manufacturers gather in Park City, Utah, to unveil their most compelling products for the upcoming model year. It’s a good time to get a sense of what’s trending and which new technologies to watch in 2015.

Some highlights: Following the damaging recall last winter, SRAM debuted its fully revamped line of hydraulic disc road brakes, including the brand-new third-tier Rival group set, signaling its commitment to the technology.

Carbon wheels also continue to proliferate, with fresh mountain lineups from Reynolds and Enve, plus a road model called the Firestrike 404 that Zipp says finally resolves the issue of poor performance of rim brakes on carbon (though at $3,700 per set, they’re likely not a viable solution for most riders).

Here are some of new gadgets and toys for 2015 that we can’t wait to get our hands on.

Smith Overtake Helmet

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Las year, the Sun Valley, Idaho, optics manufacturer jumped into the cycling helmet market with the Forefront, a full-coverage, all-mountain lid that was lighter and, according to the company, more protective than other comparable models thanks to its use of Koroyd. The honeycomb-shaped material is said to absorb 30 percent more energy on impact than traditional EPS foam while simultaneously adding ventilation. 

Now Smith is back with the Overtake, a road and XC model that uses the same materials and construction in a trimmer design. Though Smith didn’t set out to build an aero helmet, the company says that the Overtake tests somewhere between the Giro Air Attack and Specialized Evade in the wind tunnel—though there’s no word on how it compares to the just-launched Giro Synthe.

The helmet’s channeling isn’t only for ventilation and looks; it also provides stable storage for your sunglasses. The Overtake weighs 250 grams and will hit stores later this summer for a premium $250—or even more eye-popping $310 with MIPS, technology that reduces rotational forces on the brain caused by angled impacts to the head.

Fabric ALM Saddle

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The makers of Charge bikes—a UK urban and utility marque with a cult following—have created a new accessories brand, Fabric, starting with saddles. 

Fabric is offering a full complement of models that use vacuum-bonding technology to excise material for a lighter, less expensive product. Even more interesting is the ALM, which Fabric designed in cooperation with Airbus using 3-D printing.

The original plan was to sell the 3-D-printed units, but the $750 price tag proved too expensive. Instead, Fabric found a manufacturer that could lay up the full-carbon unit in a single mold, a first for saddle technology. The top-of-the line carbon-only ALM weighs just 120 grams, and Fabric claims that the leaf-spring rail design makes it far more comfortable than similar-looking products.

The ALM will be available in the fall for $330. Cannondale will also stock buffalo-leather versions on its Black Inc. bikes for 2015.

Reynolds Black Label Wheels

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The company that owns the patent for carbon-fiber clinchers has revamped its mountain bike line with higher-performance hubs and lower prices. The Black Label wheels mate Reynolds’ existing mountain rims to custom black-on-black DT240S hubs for wheelsets that are as light and strong as anything else out there.

At $2,400 per set, they’re not cheap, but they do cost less than offerings from the company’s closest competitor, Enve, which manufactures right up the road from Reynolds. 

The Black Label wheels are available now in four models: 29 XC (1,440 grams), 29 TR (1,500 grams), 27.5 XC (1,435 grams), and 27.5 AM (1,530 grams). All wheels ship with end-cap adapters for conversion to any hub format, including thru-axles and quick release.

BKool Connect Sport Trainer

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It might sound crazy, but this trainer actually has me a little excited for indoor riding season. The Connect Sport ($650) is a wireless ANT+ resistance trainer controlled via home computer. The system taps into a Web-accessible archive of tracks, collected via iPhone or GPS by users and BKool employees, and allows you to ride them in the comfort of your home.

If you have a favorite training ride, you simply run the BKool app when you ride it, upload that to the cloud, and next time it’s snowing out, just plug in and do the workout inside. The BKool software reads the GPX data and adjusts the resistance accordingly so you get the exact same experience.

You can follow your progress on a map or even upload video so you can ride along with visual cues. It’s possible to ride anyone’s track on the network for free, but you'll need a $15-per-month subscription to access video-enabled rides. BKool is currently plumping up the video offerings with race footage from Pro Tour events and workouts on Europe’s most famous cols and climbs. It’s even possible to challenge others on the system to try your routes or race other riders in real time, with no limit on the number of simultaneous racers.

CamelBak Podium Ice Bottle

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CamelBak launched the Podium Ice ($25) a few years ago but had to discontinue the bottles when it could no longer source the insulation. Now the thermal bottles are back in time for summer, and if you don’t have a couple, you should hurry out and get them.

The Podium Ice is said to keep drinks cold four times longer than a standard bottle, and based on our experience it’s probably even more than that. Last weekend, on a 95-degree day in Santa Fe, our ice-filled Skratch stayed chilled for almost five hours, which is a lot longer than the company’s less-insulating Podium Chill.

On a stifling day, an icy beverage helps keep your core temperature down and, therefore, your power output high. One word of caution: The extra height of this bottle makes it a bit top-heavy, so make sure you have good, grippy cages if you plan to use it for mountain biking. 

Stan’s No Tubes Hugo 52 Rim

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The original proponents of tubeless are bringing the advantages of riding without tubes—better traction and the ability to run lower pressures without pinch-flatting—to the fat-bike market. The Hugo is a 52-millimeter rim that’s built to make sealing fat tires easier and keep the tires on the rim bead even with pressures down to the extreme low PSIs often run with big wheels. 

Unlike the Whisky 70W carbon rim, which has a recessed channel on its interior, the aluminum Hugo’s unique design raises the spoke bed by way of a box-section channel. According to Stan’s, this keeps the tire from sinking into the middle of the rim and interfering with the rim tape, and it puts the tire bead in better contact with the rim wall. The Hugo 52 will come in 26-, 27.5-, and 29-inch options, with bare rims available for $145 each and complete wheels built around No Tube’s 330 Disc hubs for $700 per set.

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