RTF Alpe d’Seevetal

Was passiert eigentlich genau, wenn man sich für rechts entscheidet, alle anderen aber für links? Zum ersten Mal passierte mir das in den Achtzigern im Studium, als wirklich alle coolen Leute nach zwei Semestern entschieden mit dem Blödsinn aufzuhören und dann tolle Karrieren als Schauspieler, Werbeguru oder Arzt machten – oder halt beides wie Peter, der als Schauspieler in „Verbotene Liebe“ den schwulen Werbefachmann Sebastian Adler darstellen durfte.

Nach der Wetterprognose hatte ich so gar keine Lust vo sechs Uhr morgens aufzustehen und in Richtung Hamburg zu fahren. Einerseits. Andererseits geht es in elf Tagen in Richtung Dolomiten und es wäre an der Zeit ernsthaft mit dem trainieren anzufangen. Andererseits. Also, wenn denn so früh, und wenn denn so nass, dann auch die 160er Strecke.

Am Bahnhof zu Bremen traf sich dann eine illustre Truppe der üblichen Verdächtigen (Kommentar: Ich habe leider kein einziges Bild heute gemacht, deshalb muss ich mich mit Agenturfotos behelfen). Caro’s Tochter war ausnahmsweis emal nicht dabei, weil das Stubu bereits zwei Stunden dicht war.

v.l.n.r. Philipp, Andi, Thorsten, Thomas, Silke. Nicht im Bild: Caro, Silvia und Tim (kam später)

Ankunft in Hittfeld am Bahnhof. Viele Bahnhöfe der Provinz sind ja in einem erbärmlichen Zustand, aber so einen schrecklich vollgeschmierten  Bahnhof habe ich noch nie gesehen.

Machen diese Vandalen denn vor nichts halt? Wohl nicht. Schlecht!“

Es hab sogar Abdrücke von Händen an der Wand, mit einem Tag der Seniorenbande „Altenzentrum Seevetal“. Da ist wohl nichts mehr zu retten. Am besten den Bahnhof schließen und nur noch in Klecken halten.

Am Start dann jede Menge Fahrer, ganz anders als in Northeim, vor ein paar Wochen, als gerade mal 30 Leute bei widrigen Wetterbedingungen erschienen. Wir hatten reichlich Zeit und ich ging erst einmal zum Brötchentisch und holte mir Kaffee und ein Schinkenbrötchen. Eins der Mädels dort gab mit aber ein Brötchen mit Pute, und auch als ich sie darauf aufmerksam machte, wollte sie den Unterschied nicht einsehen und wurde schnippisch. „Dumme Schinken“ murmelte ich im herausgehen.

Draußen hingen jede Menge Fahrer rum und mich interessiert ja immer besonders das Design der Trikots und der Räder. Hinter uns stand ein voll mit goldenen Teilen gepimptes Rennrad, es sah aus, als wenn es Mark Cavendish, dem Sascha Hehn des Radsports gehören würde.

Mark Cavendish

Das Radteam aus Buxtehude hatte auch sehr schöne blau-gelbe Jerseys an. Die Hosen waren ebenfalls blau belb, bis auf den Sitzbereich, wo sie komplett schwarz waren. Irgendwie sah das aus wie Reizwäsche und erinnerte mich in den folgenden Stunden an das hier.

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Radhosen, Team Buxtehude

Tja, wenn wenn einmal so Sachen im Kopf hat, gehen die halt nicht mehr raus. Genau wie die Lochis, die den ganzen Tag in meinen Ohren mitfuhren, deutlich gegen meinen Willen [diesen Link bitte auf keinen Fall klicken].

Wir gingen dann in die Startblocks am Sportplatz nebenan, denn die Radler wurden in Gruppen von 20 bis 30 Fahrern auf die Reise geschickt. Wir waren etwa in Startblock D, 9 Bremer und ein paar Andere und so kurz nach neun ging es, im trockenen los. Das Tempo war gut, aber nicht zu schnell und so waren wir ziemlich fix durch die Orte der Umgebung. Die Orte haben wunderschöne Namen, die von norddeutscher Schweigsamkeit zeugen, so zum Beispiel „Stelle“ oder „Over“ (Städtpartnerschaft mit Game in England). Oder die sich hervorragend zur Bennenung von Produkten eignen, es müssen nicht immer Werbeprofis Kunstnamen ausdenken wie „Arcandor“, „Novartis“ oder „DieLochis“, oft reicht ein Blick in die norddeutsche Umgebung. „Glüsing“ zum Beispiel, wäre meiner Ansicht nach ein hervorragender Name für einen Allzweckkleber; könnte man ihn auch schnüffeln, so würde man glüsingen.

Oder wenn ich jemals etwas erfinden sollte, was es bis dato noch nicht auf der Welt gibt, dann würde ich es „das Brackel“ nennen. Es sei denn, es hat irgendetwas mit dem Internet zu tun dann würde es selbstverständlich das iBrackel heißen.

Erste Verpflegungsstation nach 30 Kilometer. Keine lust groß zu halten, Silvia und Tim auch nicht und so rollen wir langsam vor den anderen weiter. Es fängt nun stärker an zu regnen und die Regenjacken kommen raus. Wir rollen so langsam, dass uns Philipp und Andi 10 Meter vor dern nächsten Verpflegung einholen. Philipp hatte einen technischen Defekt, als er ankommt hat er den an Andi weitergereicht.

Dann fahren wir wieder als Gruppe weiter. Und zwar bis etwa Kilometer 73. Die 120er Stecke ist nach links ausgeschildert, die 150er nach rechts. Zu meinem erschrecken stelle ich fest, das ich der Einzige bin, der rechts fahren will. Alle coolen Leute wollen nach links. Und auch die uncoolen. So ein Mist! Die haben jetzt alle Spaß, Abentuer und all diese Dinge und ich kann mich hier weiter alleine durch den Regen kämpfen.

Das mache ich dann auch. Ab und an überhole ich einen einzelnen Fahrer, aber die sind zu langsam, als dass es Sinn machen würde mit denen zu fahren. Langsam arbeite ich mich dann an einen Blau-gelben ran und als ich ihn endlich habe biegen wir links in einen Wald ein, es kommt die fieseste Steigung der ganzen RTF und da er mich gesehen hat zieht er davon. Wieder arbeiten. Dann bin ich endlich dran und überhole ihn, er setzt sich hinter mich. Wir kommen an eine Bahnüberführung und dort liegen bereits zwei andere Fahrer. „Fahrt bloß langsam, ist sauglatt hier!“. Mache ich. Der Blau-gelbe auch. Unterschied: nach dem Bahnübergang fahre ich weiter, während der Blau-gelbe sich lang gemacht hat. Also wieder weiter alleine durch die Heide, in der wir nun gelandet sind.

Wäre Lüneburg ein amerikanischer Bundesstaat, so wäre es Arizona.

Die L212 nach Undeloh.

Schnurrstracksgeradeausmässige Straßen durch die Heide – links und rechts relativ langweiliges Gebüsch. Quasi die Nachwirkungen einer Umweltkatastrophe aus der Jungsteinzeit, als die ehemals reichen Waldgebiete durch Überweidung in ihren heutigen Zustand versetzt wurden. Wenig später war ich mal mit meinen Eltern da, ich muss so 12,13 gewesen sein. ich kann mich nur  noch ein einen sehr, sehr langweiligen Sommerurlaub erinnern, wir hatten so einen Minipool und mussten mit der Pferdekutsche durch die Heide fahren, während mein Vater der Kutscherin irgendwelche peinlichen Witze über Heideschnucken erzählte. Es hat sich nichts verändert in der Zwischenzeit, auch nicht mein Vater.

Nach der nächsten Verpflegung bei 98 km fahre ich alleine weiter, da sind gerade mal 5, 6 Fahrer und alle esen und quatschen, als wenn sie da nie mehr weg wollten. Bei 113 zieht eine schnelle Marathontruppe an mir vorbei und ich hänge mich dran. Dabei ist erstaunlicherweise auch jemand im Wiegetritt Jersey auf einem Basso Rad. Kennt den jemand? Das Tempo ist hoch aber machbar und wir ziehen das durch bis zur nächsten Rast bei km 128. Dort fahre ich wieder alleine vor und werde von der Gruppe wieder bei km 143 eingeholt. Ich hänge mich wieder ran, aber nicht für lange, denn so langsam geht mir nun doch die Power aus.

Jetzt komme ich wieder durch Brackel, Glüsing etc. und weiß, dass es nicht mehr weit bis zum Ziel ist. da ist auch schon der Kreisverkehr, durch den wir gefahren sind, als wir vom Bahnhof Hittfeld kamen. doch was ist das?  Warum kommen mir denn da alle Bremer entgegen? Und keiner hält an? Auf der 120er Runde sind die ja wohl lange nicht mehr.

Später erfahre ich, dass es doch nicht alle waren. Thorsten und Thomas haben auf mich gewartet und der Rest der Truppe muss los, damit sie noch den Zug in Hittfeld bekommen. Wir machen uns auch direkt auf den Weg nach Hamburg Harburg. Eigentlich hatte ich mich auf Würstchen, Kuchen und ein Putenbrot gefreut – aber daraus wird nichts. Ebenso wenig wie aus einem Sitzplatz im Zug. Und wieder angekommen in Bremen regnet es auch noch fies.

Ich schmeiße mich aus den Klamotten und auf das Sofa und sehe mir bei der TdF das Mannschaftszeitfahren an. „Links abbiegen wäre besser gewesen.“, denke ich mir. Dann wäre ich heute vermutlich Internetguru und ’ne halbe Stunde schneller zuhause gewesen.

Danke an alle Mitfahrer.

Strava.

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July girls with bikes

Teil 1: Auf dem Fixie

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Teil 2: Aus den Modemagazinen dieser Welt

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Teil 3: Liegend, Kniend, Umgekehrt

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Teil 4: Zwischendurch in Japan

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kimono2

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Teil 5: Ohne Raderfahrung

danbrock    merci   tumblr_nkjqd27nIy1qgbjmko1_540 tumblr_nluyvqqrvz1u2l0wdo1_1280       tumblr_nqvvqcBAfA1u80c7jo1_500

via

Milano Fixed

Fixed Gear Girl Taiwan

Kinki Cycle

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Tour de France 2015. Toneddy.

Cambrai - France - wielrennen - cycling - radsport - cyclisme -   Tony Martin (Team Etixx - Quick Step) pictured during  le Tour de France 2015 - stage 4 - from Seraing to Cambrai  on tuesday 07-07-2015 - 223.5 KM - photo NV/VK/PN/Cor Vos © 2015

panzer

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Kunst kommt von Können.

via Milano Fixed

fail1 fail2

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Not all frames are created equal. A look deep inside the carbon in counterfeit bikes.

via Velonews

Words by Logan VonBokel
Photos by Brad Kaminski and Chris Case

Workbench.BK

“The speed wobbles were so awful, I had to ride the brakes down the entire mountain,” California rider Mike Parsons said, recounting his experience descending on what he believed to be a close replica of a Specialized S-Works Tarmac SL4. “I squeezed the top tube with my knees, locked my ankles against the crank arms, and held the handlebars with everything I had just to make the speed wobbles manageable, still watching my front wheel wobble left-right.”

Parsons, a triathlete and former motocross racer, purchased his frame through DHGate.com, a website with the tagline, “Buy smart. Buy direct.” It insinuates that what you’re purchasing comes direct from the brands that are listed on its website.

But that $690 “Scott Foil Premium” frameset is not made by Scott. It’s not from the same mold as Scott’s Foil. The SL4 is not a real SL4. Both are fakes that have been reverse-engineered to be aesthetically similar pseudo-copies.

VerticalStiffness.BK

The assumptions made by consumers seeking a low-cost, Chinese-made copy of a frame might be laughable to people in the industry, but many buyers have rationalized those assumptions, until they, too, experience a similar issue to what Parsons experienced.

“I can’t afford a real S-Works. The replicas are just as good.” “They’re all made in the same factory in China.” “It’s the same mold.”

At Velo, we set out to ascertain how similar these counterfeit frames were to the authentic versions. Did they qualify as “replicas” — or deathtraps?

As we have in every VeloLab test, we enlisted the help of Microbac Laboratories. We asked them to examine Parsons’ counterfeit S-Works Tarmac SL4 and compare it to the genuine article — a 58cm 2014 Specialized S-Works Tarmac SL4.

The results are clear: The counterfeit is a poorly-executed, and dangerous, replica.

The test

The counterfeit Tarmac resembles the authentic SL4. The graphics are close, and if we did not have the real SL4 on hand to compare, we would have thought the counterfeit bike had a genuine Specialized paint job. The counterfeit seatpost, too, closely resembled that of the real SL4. However, and most importantly, upon close inspection of the frames, it was clear they are not the same. They are not even close.

First, the counterfeit frame did not come from the same mold as the SL4. If it had, the two frames would have identical geometries; they do not. No tube on the counterfeit frame is the same length as the real SL4.

S-WorksFrames.BK

The weights of the two framesets — frame, fork, headset, seatpost, and seatpost collar — were comparable. The SL4 weighed in at 1,460 grams, while the counterfeit weighed in at 1,570 grams. The weight difference between the framesets alone can be considered a wash, as the counterfeit used a low-quality headset and seat collar — two components that could very easily tack on an additional 100 grams.

The construction of the headset was particularly worrisome. The genuine SL4 uses carbon cups integrated into the frame’s head tube, while the counterfeit uses alloy cups bonded into the frame. Specialized, which has its own testing facility, tested a similar counterfeit frame and found the alloy headset cups would not hold up to even the most elementary of destructive testing. It’s a claim that Velo and Microbac can confirm; the alloy cups in our counterfeit frame displayed considerable play as we secured the frame to the testing jig.

Microbac performed several tests. The first, and least destructive, was a system “stiffness” test. This was performed by vertically loading the frame and fork with 300 pounds of force at the seatpost. The results are measured in the amount of compression, or splay, that the frames demonstrated in force per inch of vertical deflection. The results showed the counterfeit to be over 11 percent less stiff than the SL4.

To some, the difference might sound negligible; however, Steve Ferry of Microbac said, “I think it is a noteworthy difference.” In this game of high performance and marginal gains, 11 percent is a substantial figure.

FrameCutting.BK

The next test required Microbac to cut the counterfeit frame and, yes, the brand-new SL4, into several pieces to measure the tensile strength of different parts of the bike. The results of this test were even more telling.

Each frame had sections cut out of the top and bottom of the top tube, as well as out of the top, bottom, left, and right of the down tube. The strength of each cutout was individually tested, and this is where the differences of the frames were magnified. The Tarmac is engineered to ride like a high-performance bike; the counterfeit is designed to simply look like a Tarmac.

The top of the down tube on the Specialized is measurably stronger than the bottom, while on the counterfeit, the top of the down tube is slightly weaker than the bottom. The top of the Tarmac’s down tube has a modulus of elasticity (a measure of a material’s resistance to deformation) greater than 40 million psi. The counterfeit has varying elasticity between 7 million and 10 million psi, at its weakest about a quarter of the modulus of elasticity (see chart).

Graph

Bike manufacturers love to advertise their high-modulus carbon fiber frames. They often claim to use higher-modulus carbon fiber than their competitors, though a frame has a variety of carbon fabric in it. A Tarmac’s highest-modulus area is the top of the down tube, and it is quite high. The counterfeit frame, despite the fact that Parsons paid for the “higher-end carbon,” apparently used no high-modulus carbon at all.

“In total, this indicates an engineered approach to tune the ride in the Specialized, and just a blunt force approach with the counterfeit,” Ferry said. “They’re just slapping stuff into the mold. If you look at thickness, yield strength, and modulus, the Specialized is much more varied [from tube to tube as well as within each tube] and there is little difference in the counterfeit.”

If it’s too good to be true …

The websites that sell the counterfeit frames appeal to the deal-savvy consumer. In the world of cycling, where exorbitant prices seem to become more commonplace by the season, the attraction is understandable. Unfortunately, the repercussions can be tragic.

“The [S-Works] frame I wanted was $3,500, and over there it was $700. I believed they were using the same molds,” Parsons said of the counterfeit frame he purchased. “There is no scenario [where] I could recommend a knockoff frame to anyone. They’re terrifying. At minimum, it will result in a terrible crash.”

The sellers, mostly from China, seem to be unconcerned with the safety of their product, or the customers who fall for the fakes. Parsons’ pleas to return the frame went unanswered. “I think they strung me along just long enough so that I couldn’t get my credit card [bank] to cancel the transaction, but this was after all the headaches just to get the bike in my hands,” Parsons said.

As with most things, if the price tag looks too good to be true, it likely is. Don’t be the sucker who falls for it.

TensileSampleHoriz.CC

Could you tell which frame was fake? Here’s a guide to the images shown above:

– Second image from the top: fake
– Third image from the top: Left is real; right is fake.
– Two head tube images: Frame on right is fake in both.
– Splintered carbon image above: fake

 

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Daily Eddy.

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Canyon Ultimate CF SLX

via Bike Rumor Leading up to next months attempt at the Tour de France, 2014 Giro winner Nairo Quintana and his Movistar teammates introduced a new grand tour road machine from consumer-direct Canyon this week at their Service Course in Pamplona, Spain. The new 4th generation Canyon Ultimate builds on the tech of the previous bike and 10 years of Canyon’s Ultimate moniker. As market demands (hype?) require, the bike gets lighter (a tiny bit), more comfortable, and more aero. But Canyon has actually done a few interesting things to hit those last two upgrades. Roll on past the break for more details, pics, starting price, and availability… Canyon_new_Ultimate-CF-SLX_driveside_complete While Canyon calls the bike an entirely new design, it bears many similarities to the last iteration. Their engineering team achieved what were pretty standard industry goals with the new bike: more-compliance and more-aero. But keeping the stiffness:weight that the Ultimate was known for, the R&D team ended up with a bike they claim has 15% more vertical deflection and an 8% boost in aerodynamics for the frameset (up to 14% with the newly designed Aerocockpit) versus the last model. Canyon_new_Ultimate-CF-SLX_integrated-seat-cluster-detail Canyon_new_Ultimate-CF-SLX_rear-end-detail The new design comes keeps thin flattened seatstays for comfort, but updates them with a D-shape for aero benefit. The biggest boost in comfort comes from a new trimmed down seat cluster and clamp that lets the seatpost flex more to isolate deflection at the saddle, by moving the clamping point  below the seatstay juncture, extending the effective bending length of the post by up to 110mm. Canyon_new_Ultimate-CF-SLX_prototype-wind-tunnel-testing_by-Rene-Zieger Canyon_new_Ultimate-CF-SLX_front-end-detail Canyon_new_Ultimate-CF-SLX_front-end-in-action_by-Tino-Pohlmann The frame gets more aero with the tidy hidden seatpost clamp, a completely new narrower D-shaped downtube, an updated integrated Acros headset/spacer combo, a new integrated bar/stem combo, a slightly more hour-glassed headtube (with a straight 1.25″ steerer), and an updated fork design that flows more smoothly into the frame. Canyon_new_Ultimate-CF-SLX_Nairo-Quintana_Movistar-Team-bike_by-Geoff-Waugh Canyon_new_Ultimate-CF-SLX-9-0_complete_by-Geoff-Waugh The new bike will come in 7 sizes, with seattubes from 43-61cm and toptubes ranging form 51-61cm. Canyon has also reworked the M and L sizes to sit a bit closer to each other to offer better fit where most of their customers fall. The new Ultimate CF SLX will be available to order direct from Canyon’s website as of the end of August (at the end of Eurobike.) 11 models will be offered starting at €3200 (most likely with a Ultegra level build) and will climb from there. Canyon_new_Ultimate-CF-EVO-10-0-SL_complete_by-Geoff-Waugh Canyon also teased us with the idea that 3 models of an ultra light Ultimate CF EVO are also in the works. The 3rd gen Ultimate CF SLX frame weighed less than 800g, and every build they offered last year came in under the UCI’s 6.8kg threshold, so while the new frame is reported to be a few grams lighter, a new EVO version will probably put it up there with the lightest production bikes on the market. No word yet on the extra light one’s pricing or availability, but it will surely come at a premium from the looks of the Lightweight and THM clad EVO 10.0 SL we’ve seen.

CANYON ULTIMATE CF EVO

via Bike Rumor

2016 Canyon Ultimate CF Evo ultra lightweight road bike with actual weight under 5kg

Just last week, Canyon unveiled their all-new Ultimate CF SLX for Movistar to race in this year’s Tour de France. It introduced a new aerodynamic design to the already stiff, light and comfortable Ultimate heritage. Now, they’ve shown us their halo product, the Ultimate CF Evo.

Yes, the weight and the price are insane, but the madness is tempered with parts that they say makes the bike actually ridable on a daily basis with no compromise in performance or durability.

So, how can they do that and get a bike under 5kg?

2016 Canyon Ultimate CF Evo ultra lightweight road bike with actual weight under 5kg

The complete bike mostly as you’ll find it on showroom floors (as if one of these will ever just be sitting in your LBS) comes in at 4.85kg (10.69lb). Spec notes below explain what’s not stock here.

2016 Canyon Ultimate CF Evo ultra lightweight road bike with actual weight with pedals

With a pair of steel spindle Speedplay pedals, the weight is still just 5.06kg (11.16lb).

2016 Canyon Ultimate CF Evo ultra lightweight road bike with actual weight under 5kg

The SLX frame weighs a claimed 780g with 295g fork. The Evo frame is substantially lighter at 665g (size medium), and 270g fork with steerer cut for a medium frame.

Even with the weight savings, they wanted to keep similar stiffness and comfort to the SLX. They saved weight by using different types of carbon, which were much more expensive.

The difference is a PAN based carbon in their regular Ultimate CE bikes versus a Pitch based high modulus fiber on the Ultimate, which has about 30% more carbon in the carbon fiber. That means it’s a more hi-mod frame, but there is other modulus fibers in there, too, so the frame won’t be too brittle.

2016 Canyon Ultimate CF Evo ultra lightweight road bike with actual weight under 5kg

All of Canyon’s forks and handlebars are checked in house by computer tomographic (CT) scan to ensure it’s laid up correctly, there are no gaps or delaminations. Normally, they only do it on their forks and handlebars, but since this frame pushes the limits of light weight, it also gets the CT scan check it before it goes out the door.

2016 Canyon Ultimate CF Evo ultra lightweight road bike with actual weight under 5kg

The seatpost clamp is completely hidden and resides about 6-7 cm below the top of the seat tube. That design allows an extra 6-7 cm of seatpost, which allows more total flex and better comfort. The threaded binder insert and bolt are titanium, which saves 4-5g over the steel parts used on the SLX. Water bottle bosses remain standard with alloy bolts.

2016 Canyon Ultimate CF Evo ultra lightweight road bike with actual weight under 5kg

Goal was to make a super light bike that could also be ridden everyday, hence the use of a standard SRAM chainring and cassette with KMC DLC Black chain. But they’ll have all black RED chainrings made for them to keep the stealthy look intact. The rest of the component spec mirrors that, saving weight where they can without giving up usability. Wheels are stiff, cockpit is stiff and comfy. So, you could make it a good bit lighter if you went absolutely nuts on wheels and components but you’d lose ridability.

2016 Canyon Ultimate CF Evo ultra lightweight road bike with actual weight under 5kg

The SLX and Evo models share the same molds, but the Evo uses a special insert to allow them to form an integrated carbon fiber front derailleur mount rather than the riveted alloy one. Savings: 6g.

2016 Canyon Ultimate CF Evo ultra lightweight road bike with actual weight under 5kg

Internal cable routing helps with aerodynamics even though it can sometimes add a few grams. They made up for it with the linked Jaguar cables for braking and lighter XEX housing for the shift cables.

2016 Canyon Ultimate CF Evo ultra lightweight road bike with actual weight under 5kg

2016 Canyon Ultimate CF Evo ultra lightweight road bike with actual weight under 5kg

Other parts include:

  • 79g Tune saddle
  • 275g THM Clavicula crank arms (without chainrings or bolts)
  • Ceramic speed 60g BB that’s new and fits a Shimano pressfit 86.5 design with a 30mm axle
  • Wheels have ceramic bearings to save 6g per wheel
  • Tires are a special edition of Continental Podium TT with slightly less rubber to come in at 200g per tire, a bit less than regular versions. That does reduce their tread life by about 35%, but they say it doesn’t affect puncture resistance. The tires on this bike are the standard ones, so actual weight will be slightly less than what’s shown above.
  • Canyon handlebar is 196g (42cm) and stem is 150g (110mm)

2016 Canyon Ultimate CF Evo ultra lightweight road bike with actual weight under 5kg

Things like Canyon’s flex seatpost aren’t the lightest out there, nor is their handlebar and stem (though they’re nothing to sneeze at). But using lighter, more chi-chi parts would have reduced comfort and stiffness, so they opted for the slightly heavier bits to keep the ridability theme going.

Retail will be €13,000 and it goes on pre-sale this fall, production starts in February 2016. Look for another ultralight spec concept on this frame to be announced at Eurobike, too.

2016 Canyon Ultimate CF SLX road bike actual weight and frame details

For its part, the SLX is no slouch at 6.94kg (15.3lb) including Dura-Ace pedals, putting it just inside the UCI’s current legal minimum weight limit…though this one’s built with Zipp clinchers, so it’d be pretty easy to dip below that limit by swapping to tubulars.

2016 Canyon Ultimate CF SLX road bike actual weight and frame details

Canyon’s one piece stem and handlebar also weigh slightly more than their individual parts because of the integrated Di2 junction box mount underneath (completely hidden from view unless you’re looking from the bottom up) and bolt holes for their out-front Garmin mount. Note the sprinter’s Di2 switches poking outta the bar tape.

2016 Canyon Ultimate CF SLX road bike actual weight and frame details

The stem’s shape integrates with custom headset cap and spacers.

2016 Canyon Ultimate CF SLX road bike actual weight and frame details

Check out more on the SLX and team bikes here

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It raises an important question: should Germans rap?

via Podium Cafe

Five Things to Know About Andre Greipel’s Rap Video

No.
 Wait, what?

Oh no…

Alright, I guess we need to deal with this. André Greipel has a rap video now, and it’s not going away.

1. It’s not the first cycling rap.

Not even close. Unfortunately, the skin tone of these past efforts is not unlike the sport itself, and some „Tour de France rap“ entries are so white that they interpret „rap“ to mean just talking. There is a written-form-only entry from La Mannschaft, which seems like a promising multilingual mashup. There’s an actual, produced one called „Epic Rap Battles of History: Lance Armstrong vs. Babe Ruth,“ which needs to be killed with fire. And then there’s this:

I made it as far as two minutes. One takeaway: they at least understood the concept of a rap battle. Finally, there’s a rap so hot it can never be produced, for the safety of all mankind. Or at least Carlos Betancur.

2. It’s not the worst celebrity rap ever.

Rap has been around since the early 1980s, survived appropriation by VH1, and became popular enough even back in the skinny tie days to prompt a long list of really geeky white guys to try their hand. Here’s one list of the worst efforts, though I should say Ivehemently disagree with the Joe Pesci inclusion. Paying homage to Blondie’s Raptureshould be good for exclusion, no matter what else happened.

3. It’s not the best Unlikely Sports Celebrity Rap ever either.

Nope. That title belongs to 650-pound Hawaiian sumo pioneer Konishiki. And it’s so good on so many levels it clears the field. As in, don’t even bother trying to top this.

4. It raises an important question: should Germans rap?

The answer is definitely yes, but with great caution. It’s a big, diverse country and not everyone comes off as goofy as your average cyclist. I’m sure in Hamburg or Berlin there are plenty of street-toughened characters who know how to use the medium with style and subtlety. But the accent is jarring to my old-skool rap ears, even with the classy rolling „r“. Oh, and East German kids who came up through sports academies to master sports and fitness science? Do not rap. I’m begging you. Style and subtlety have no place in your life. And yes, I’m looking at you fellow Rostockian Jan Ullrich. Oh, and Jens Voigt? Don’t even think about it.

5. What do we think of the Gorilla now, in light of this stunning development?

André Greipel is one of the most universally liked, friendliest-seeming persons in cycling, and a major crossover beast who commands a shit-ton of respect from riders and fans. But with great success comes great entourages, and a barrage of bad advice. Like, who thought all it took to look tough was to put on a hoodie (stereotype alert!) and start pointing your fingers sideways? It would take all the gray cotton in Mecklenburg to mask that near-total lack of edge. Also, if you wanted to scare the English speaking world, why not just rap in any language other than English? I can tell you, we generally find that terrifying. Having even one single American in your entourage would have been enough to avoid this error.

Next time you feel the need to rap, André, put me in your entourage and we’ll work something out. By the way, what do you think of Carlos Betancur?

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Daily Eddy.

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Wheels of Fire. The hardest race in the world.

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