Documente Academic
Documente Profesional
Documente Cultură
CYCLOCROSS
BUYERS GUIDE
BIKES
COMPONENTS
WHEELS
TIRES
PRO TIPS
& MORE!!!
Tyler Benedict
Founder, Bikerumor.com
clearance also means you can still run a fender even with bigger tires. Id say any bike should
have room for no less than a 36mm tire.
BIKERUMOR: ...and geometry?
SALLY: Actually, the geometries are going to be very similar. Not too many brands are going to
be very different between their entry level and higher end cross bikes. Which is nice, because
if you find a brand you like, your next bike from them will probably ride very similar to your
entry level first cross bike from them.
BIKERUMOR: Have most brands gone with the more modern lower BB geometry as opposed
to the higher European style?
SALLY: Yes. Most everything is now using the modern cross geometry than what was used
in the olden days of cyclocross, and courses have evolved with them. Even the Raleigh ones
evolved during the time I was with them, (CHECK 97/98 BIKES GEO), up to the 2016 frames
that probably have 10-15mm more drop.
BIKERUMOR: What makes a good cyclocross bike for the first timer?
SALLY: If you want the good all around bike that can also be your commuter, expect to spend
$1,500 to $1,700. Thatll probably get you disc brakes, 1x drivetrains and maybe even thru
axles. (SRAMs 1x groups) have done a lot to take some of the thinking out of it, bringing us
closer to the pure experience of single speed (kidding, sort of). At that price point, youll get
an alloy frame and probably full alloy cockpit, but should get really good tires and maybe even
tubeless rims.
Mostly carbon everything starts about $5,000, but a lot of racers are afraid of carbon bits. I
dont know why -good carbon parts are very strong- but youll see a lot of racers using alloy
parts because they do get banged around. So, between $3,500 and $5,000 youll see a lot of
alloy parts, but thats OK because many of those are as light or lighter than some carbon ones.
BIKERUMOR: Tubeless? Or tubular?
SALLY: Ooooh, thats another good question. Full disclosure, Ive never ridden tubeless
cyclocross, Ive always been on tubulars, but Ive got plenty of friends that do both. I think
tubeless is making huge gains right now, and theyre more approachable for those getting
into it - tubulars are far more expensive and more time consuming to use. With tubeless, you
can burp the tires, but you could roll a tubular off the rim. But you cant beat the ride feel of
tubulars. Its like they hug the ground. Thereve been times where Ive had my tire pressure so
low that the bike wants to go another way, but my tires were gripping so well that they just
kept it going the right way. Thats with a high end tire like Dugasts, or the Clements Ive been
running lately.
BIKERUMOR: For wheels, carbon or alloy?
SALLY: Tubeless, alloy. Tubular, carbon. Youve got good options for both right now. If youre
going tubular, go all in. With tubeless, its easier to do it with alloy because the hook and bead
might be better, its easier to extrude that in alloy than it is to mold it into carbon. But making
a carbon tubular is comparatively easy.
BIKERUMOR: But from a performance standpoint?
SALLY: I dont know if theres honestly that much of a difference. Ive got a set of Mad Fibers
that are seriously fun, but Ive also got a set of Chris Kings laced up to some old Mavic rims
that ride perfectly. And with disc brakes now, its easy to get a good set of wheels for both,
and with alloy its more affordable to get multiple sets of wheels. Carbons stiffer, but on
some of the rougher courses, you may not want super stiff wheels beating you up.
BIKERUMOR: Wheres cross going?
SALLY: Its super awesome, because cross has been the fastest changing drop bar segment
over the past ten years. Its almost unrecognizeable from where it was 10 years ago. And its
exciting to think we can keep that change up, but I think were close to a tipping point, maybe
where we see most of the changes coming from rule changes.
I think the only thing we can really do now that would be super fun would be allowing wider
tires, which could affect the courses and handling, which may change geometry. I think were
pretty close to what current technologies can do for cross bikes based on the current rules.
BIKERUMOR: Anything else youd add?
SALLY: I think that pretty much does it! sally heckle
2016/17
cyclocross
bikes
PRO TIP:
3T gets into the game with our all-new Exploro aero gravel frame. People are
loving and hating that we say its an aero bike for all-surfaces but just check
the numbers - thanks to our Sqaero tube shapes and RealFast design, you
get 7W free speed at 20mph! For the classic look, run UCI-legal 33mm rubber
on your 700c hoops. Serious mud? Swap in 650b 3T DiscusPlus wheels with
super-wide 30mm rims and 2.1 knobbies and get a grip when all around are
losing it. With its compact, race-bred geometry and short rear end, Exploro has agile steering and phenomenal grip on all surfaces. Did we say all-new? Not quite - before we beefed it
up for GravelPlus compatibility, that Luteus II fork was battered around Belgian CX courses
for three seasons by US cross queen Christine Vardaros. She paired it with our CX-specific Ergoterra bar, and it just works!
PRODUCT: 3T Exploro LTD frame
SPEC HIGHLIGHTS: Sqaero shapes are structurally efficient and offer RealFast aerodynamics, fits single and double cranksets. Dropped chain stay on the drive-side ensures there are
no clearance issues. Swapping wheels (or fixing a flat) couldnt be easier, thanks to the Outof-the-Way detachable rear mech hanger and thru axles. Internal cables, hoses, hidden seatpost clamp, FlipTop cable guides for mechanical or electronic shifting.
ON SALE: All sizes available by August. A Team version of the Exploro is available too. See the
website for more info and prices.
MSRP: Frame kit $4,200
WEB: exploro.3tcycling.com
8bar is... not just another bicycle company. Never pre-made and never identical, each 8bar bike is a unique, co-created project between 8bar and its owner-to-be.
The process is simple: 8bar provides high quality parts in a range of refined
colors. Then you, as the collaborator, get full creative control over the look
and feel of the end product. Mix colors and parts to your hearts desire. Then 8bar will build
your design from scratch with the finest attention to detail. The end creation is always oneof-a kind and 100% reflective of your taste a truly personalized ride for navigating through
urban landscapes. All 8bar products embrace sleek design with minimal branding to ensure
that colors and the design itself stand in the spotlight.
PRODUCT: 8bar Mitte Cross
SPEC HIGHLIGHTS: Sliding dropouts and two included forks let you swap the geometry between road and cyclocross, giving you one bike to do it all. Frame is triple butted 6066 aero alloy tubing, forks are full carbon for the road, and full alloy for cross. Rack and fender mounts
let you head out on adventures with a proper pack out, too.
ON SALE: Kickstarter campaign funded in March 2016, first bikes should ship in September.
MSRP: Starting at 1,798
WEB: www.8bar-bikes.com
Weve come a long way since the beginnings of Brodies workshop in 1986. But the same thing holds true, we like to ensure
our frames are versatile. True race geometry for a lively, trailready feel, but fender ready for everyday. And after sponsoring the Vancouver Cyclocross
Coalition for the 5th year in a row, embracing enthusiasts and every-day riders alike, were
keen to make bikes that people want to race, train and commute on at all levels, and ensure
that we are giving back to the community that grows CX.
PRODUCT: b-Team Ti Romax
SPEC HIGHLIGHTS: 3/2.5 shaped titanium tubing, TRP carbon CX fork, Easton EA90 XD thru
axle wheels, Shimano Ultegra w/ RS685 hydraulic brakes, Easton EA70 stem and post.
MSRP: $6,999
PRODUCT: Romax
SPEC HIGHLIGHTS: 7046 Superlight butted alloy tubing, TRP carbon CX fork, AClass CXD4 thru
axle wheels, Shimano 105 w/ RS505 hydraulic brakes.
MSRP: $2,899
PRODUCT: SSCX Romax
SPEC HIGHLIGHTS: 7046 Superlight butted alloy tubing, TRP carbon CX fork, AClass CXD4 thru
axle wheels, TRP Hylex brakes, eccentric PF BB.
MSRP: $2,299
PRODUCT: Ronin
SPEC HIGHLIGHTS: 7006 butted alloy frame, alloy disc brake fork, Hayes CX Expert brakes,
Shimano Tiagra and Shimano RX wheelset
MSRP: $1,799
PRODUCT: Revel
SPEC HIGHLIGHTS: 7006 butted alloy frame, chromoly disc brake fork, Hayes CX Comp brakes,
Shimano Claris 3x8 group and Alex rims
MSRP: $1,169
WEB: www.brodiebikes.com
While this is the first time that Bulls Bikes USA has CX bikes on U.S. soil, its CX
bikes have been popular throughout Europe for years already. But in the U.S.
Bulls sells the Grinder 1 and Grinder 2 with a modern twist: online, direct-toconsumer only. Saving you money and time by not going through a shop with
marked-up prices.
PRODUCT: Grinder 2
SPEC HIGHLIGHTS: 7005 Lite Aluminum double butted smooth welded frame, internal cable
routing, thru axles, carbon fork, Shimano Ultegra, RS505 hydraulic brakes, Maxxis Rambler
tires. Claimed weight is 20.72lb.
MSRP: $2,199
PRODUCT: Grinder 1
SPEC HIGHLIGHTS: 7005 Lite Aluminum double butted smooth welded frame, internal cable
routing, thru axles, carbon fork, Shimano 105, RS505 hydraulic brakes, Maxxis Rambler tires.
Claimed weight is 20.94lb.
MSRP: $1,799
WEB: www.BullsBikesUSA.com
Racing,
gravel-grinding,
commuting or wickedweather training, the alloy
Fuji Cross covers them all.
And with an all-new 1,370g
A6-SL custom shaped and
butted frame, it does it at
almost a quarter-pound lighter than last year while enhancing overall stiffness with thru axles
and PF30 BB. The full-carbon FC-440 fork also has hidden fender eyelets and internal cable
routing. Continuing with the clean theme, riders using 1X drivetrains will appreciate the
stealthy convertible cable stops on the downtube.
If carbons in your budget, the Altamira gets our C10 hi-mod carbon fiber with upgraded FC330 fork. A shaped top tube makes portage easier, and a full 1.5 tapered headtube and BB86
keep things stiff and efficient.
PRODUCT: Fuji Altamira CX 1.1
SPEC HIGHLIGHTS: SRAM Force 1 Hydro, Oval carbon tubular wheels, Challenge Baby Limus
MSRP: $4,739
PRODUCT: Fuji Altamira CX 1.3
SPEC HIGHLIGHTS: SRAM Rival 1 Hydro, Oval 723 tubeless ready wheels, Challenge Grifo
MSRP: $2,799
PRODUCT: Fuji Altamira CX 1.5
SPEC HIGHLIGHTS: Shimano 105 w/ RS505 hydro brakes, Oval 327 wheels, Challenge Grifo
MSRP: $2,469
PRODUCT: Fuji Cross 1.1 (shown)
SPEC HIGHLIGHTS: SRAM Force 1 Hydro, Oval 723 tubeless ready wheels, Challenge Grifo
MSRP: $2,499
PRODUCT: Fuji Cross 1.3
SPEC HIGHLIGHTS: Shimano 105 w/ RS505 hydro brakes, Oval 327 wheels, Challenge Grifo
MSRP: $1,739
PRODUCT: Fuji Cross 1.5
SPEC HIGHLIGHTS: SRAM Rival 1, TRP Spyre C, Vera Corsa wheels
MSRP: $1,339
PRODUCT: Fuji Cross 1.7
SPEC HIGHLIGHTS: Shimano 105, TRP Spyre C, Vera Corsa wheels
MSRP: $1,339
WEB: www.fujibikes.com
Based in Chattanooga,
Tennessee, Litespeeds
titanium
technology
makes it the leading
manufacturer of coldworked,
cycling-specific tubesets in the world, which led to
a partnership with the Jet Propulsion
Laboratory (JPL) to fabricate the wheels
framework of the Mars Land Rover. This
translates to the new T5g, a bike so versatile itll carry you over gravel roads and commutes to work, then speed through race day
come cyclocross season. The 3/2.5 ti tubing gets a variable tapered top tube, flat mount disc
brakes, oversized BB junction, front and rear thru axles, a full carbon disc brake fork, and
clearance for 40mm or wider tires.
PRODUCT: T5g Flat Mount
SPEC HIGHLIGHTS: Ultegra hydraulic (Di2 or mechanical builds available), 3T cockpit, Praxis
bottom bracket, Clement X-Plor MSO tires, Stans ZTR Grail wheels and Prologo saddle.
MSRP: $5,000 (Ult), $5,500 (Ult Di2), $2,200 frameset
WEB: www.litespeed.com
The race ready BSB uses our RDO Carbon Compaction, a technology
utilizing rigid internal molds for tighter, more consistent compaction.
Its light, but ready to be punished, backed up by a robust R&D program, hours of ride testing, and our (C5) five year warranty. The frame is
paired with our award winning RDO cyclocross fork, which provides the
off-road ride quality riders want in their race bike. The frameset uses thru axles front and rear,
is disc-brake only. Frame weight stays low and lateral rigidity and steering precision remain
high.
PRODUCT: BSB 4-Star
SPEC HIGHLIGHTS: Shimano Ultegra w/ RS685 hydraulic brakes, Niner CX carbon wheels,
Schwalbe X-One Evolution tires, Niner carbon seatpost and alloy stem/bar.
MSRP: $4,800
PRODUCT: BSB 3-Star
SPEC HIGHLIGHTS: SRAM Rival 22 Hydro, Stans Grail wheels, Schwalbe X-One Evolution tires,
Niner carbon seatpost and alloy stem/bar.
MSRP: $3,600
PRODUCT: BSB 2-Star
SPEC HIGHLIGHTS: SRAM Apex 1 Hydro, Niner CX alloy wheels, Schwalbe X-One Performance
tires, Niner alloy cockpit.
MSRP: $2,900
PRODUCT: BSB frameset
SPEC HIGHLIGHTS: Frame, fork, headset, seatpost collar.
MSRP: $2,300
WEB: www.ninerbikes.com
Designed and tested in Canada, were proud to have been the bike
of choice for cycling enthusiasts since 1964. For 2017, we have new
colors and more affordable builds on our Threshold cyclocross
bike! Our Threshold SL frames come in under 1,000g, and all carbon frames use size specific layups and tube shape, Armorlite protection, internal routing, plus a 27.2 seatpost and Arc Race
seatstay design to mitigate impact forces. For 2017, all bikes get upgraded spec. Alloy models
add rack and fender mounts to add all-season versatility.
PRODUCT: Threshold SL Force 1
SPEC HIGHLIGHTS: SL Hi-Mod carbon frame and fork, SRAM Force 1, 3T Discus Pro wheels,
Clement Crusade MXP tires, Easton EC70 bar/stem and Norco carbon seatpost.
MSRP: $3,799 complete / $1,499 frameset
PRODUCT: Threshold Carbon Rival 1
SPEC HIGHLIGHTS: SRAM Rival 1, A-Class CXD4 wheels, Clement Crusade MXP tires.
MSRP: $2,799
PRODUCT: Threshold Carbon Ultegra (shown)
SPEC HIGHLIGHTS: Shimano Ultegra, FSA Gossamer, A-Class CXD6, Clement Crusade MXP.
MSRP: $2,499
PRODUCT: Threshold Alloy 105
SPEC HIGHLIGHTS: Shimano 105 hydro w/ RS500 cranks, Schwalbe Racing Ralph tires.
MSRP: $1,649
PRODUCT: Threshold Alloy Tiagra
SPEC HIGHLIGHTS: Shimano Tiagra, FSA Omega cranks, Tektro Spyre C brakes, Schwalbe Racing Ralph tires.
MSRP: $1,199
WEB: www.norco.com
Cyclocross demands a
lot from both bike and
rider, and the CruX has
been engineered to give
the precise and efficient
performance needed
to win races... and the
durability to win them every weekend. The frames geometry and character has been created
with input from some of the worlds most accomplished racers, making for an agile, easy-toshoulder bike that is as fun to ride in a World Cup as it is in the local woods.
PRODUCT: CruX S-Works
SPEC HIGHLIGHTS: FACT 11r carbon frame, FACT carbon fork, CG-R seatpost, Terra Pro 2Bliss
tires, CLX 32 Disc wheels, Shimano Dura-Ace, S-Works carbon cranks w/ Praxis chainrings
MSRP: $7,500
PRODUCT: CruX Pro Disc Frameset
SPEC HIGHLIGHTS: FACT 10r carbon frame, FACT carbon fork, CG-R seatpost
MSRP: $2,500
PRODUCT: CruX Expert X1
SPEC HIGHLIGHTS: FACT 10r carbon frame, FACT carbon fork, CG-R seatpost, SRAM Force 1
Hydro, Terra Pro 2Bliss tires, DT Swiss R460 Disc Pro wheels
MSRP: $3,900
PRODUCT: CruX Elite X1
SPEC HIGHLIGHTS: FACT 10r carbon frame, FACT carbon fork, SRAM Rival 1 Hydro, Terra Pro
2Bliss tires, DT Swiss R460 Disc wheels
MSRP: $2,900
PRODUCT: CruX Sport E5
SPEC HIGHLIGHTS: Specialized E5 Alloy frame, carbon fork, Shimano 105 hydro, Praxis Alba 2D
crankset w/ 46/36 chainrings and Praxis OSBB, Axis Elite QR Disc wheels
MSRP: $2,000
PRODUCT: Crux E5
SPEC HIGHLIGHTS: Specialized E5 Alloy frame, carbon fork, Shimano Tiagra 2x10, TRP Spyre,
Praxis Alba 2D crankset w/ 46/36 chainrings and Praxis OSBB, Axis Sport QR Disc wheels
MSRP: $1,400
WEB: www.specialized.com
Ride Crockett and win. Every feature of this aluminum Cyclocross bike
is built to race and hard wired for victory. Thanks to the IsoSpeed carbon fork and 200 series Alpha Aluminum, this ride is everything a World
Cup-winning bike should be: fast, smooth, stable, and feathery for the runups. And as the
palmars prove, Crockett has what it takes to win.
PRODUCT: Crocket 9 Disc
SPEC HIGHLIGHTS: Shimano Ultegra hydro, FSA Energy Cross cranks, Bontrager Affinity Comp
wheels w/ CX3 Team Issue tires, claimed weight 9.16kg.
MSRP: $2,749
PRODUCT: Crocket 7 Disc (shown)
SPEC HIGHLIGHTS: SRAM Force 1, Bontrager Affinity Comp wheels w/ CX3 Team Issue tires,
claimed weight 8.72kg
MSRP: $2,599
PRODUCT: Crocket 7
SPEC HIGHLIGHTS: SRAM Force 1, TRP Revox Alloy canti brakes, Bontrager alloy wheels w/
CX3 Team Issue tires, claimed weight 8.54kg
MSRP: $2,199
PRODUCT: Crocket 5 Disc
SPEC HIGHLIGHTS: Shimano 105, FSA Energy Cross cranks, Avid BB5 -or- Hayes CX5 mechanical
disc brakes, Bontrager alloy wheels w/ CX3 Team Issue tires, claimed weight 9.46kg
MSRP: $1,889
PRODUCT: Crocket Disc / Crocket framesets
SPEC HIGHLIGHTS: 200 Series Alpha Aluminum, E2 tapered head tube, BB86.5, internal cable
routing, 3S chain keeper. Disc only: hidden fender mounts and thru axles
MSRP: $879 (includes FSA headset, E2 tapered IsoSpeed fork)
WEB: www.trekbikes.com
Conceived of
as an answer to
the wait list that
had grown to 5
years at Vanilla
Bicycles. Speedvagen Cross Disc is a small
batch cross machine built in the Vanilla
Workshop with the directive of removing
everything that isnt necessary and
innovating with whats left.
PRODUCT: Speedvagen Cross Disc
SPEC HIGHLIGHTS: True Temper/Columbus steel frame w/ seatmast, proportionally tapered
headtubes, split rear disc brake mount, ENVE fork, Chris King headset, stainless Berzerker
dropout insert, optional carbon fiber seat tube and seatmast topper.
MSRP: Starts at $5,385
WEB: www.thevanillaworkshop.com
cyclocross
TIRES
PRO TIP:
To find out what goes into making a proper cyclocross tire, we reached out to Morgan Nicol,
Challenge Italys Technical Director from Montignoso, Italy, and Kris Auer, Technical Advisor
for Challenge North America whos based in Baltimore, Maryland.
BIKERUMOR: What about in regards to different seasons? Do you put softer rubber in the
more aggressive tires with the thought that they will be raced at lower/colder temperature
and will need more grippy rubber?
CHALLENGE: Rubber compounds and the treads can feel different depending on the casing of
the tubular and also the pressure they are run at, so its not just a case of saying we will have
something harder on a Limus, and softer on the Dune, we need to be very specific.
BIKERUMOR: With regards to tread design, the Grifo was pretty muchinheritedat the start
of Challenge. For the other tires, how does Challenge go about designing a new tread or
revamp/replace an existing design.
CHALLENGE: The Grifo is our all rounder. Its the middle tread, number 3 of our range of 5.
Its from that that our other treads are born.We want to provide racers with every option
they need, but thats not easy while maintaining a concise range that isnt confusing. Over
the years, trends in course design change, as does the geographic popularity of the sport
and these are all factors to consider.Belgium is the heartland of the sport in terms of what
we see on TV and course side audiences.It has courses famous for mud (Limus) and sand
(Dune).However the USA is fast becoming the participation center of the sport.The weather
is often very different, giving fast, dusty and technical events early in the season (Chicane)
and then towards the traditional end of the North American domestic calendar in December,
changeable weather can cause havoc for riders (Baby Limus). Our range isnt specific to a
country [though], nor a type of course.
Another advance for the 2016/17 season is the sealed sidewalls on the Team Edition tubulars.We want to make sure our top products are as durable as possible, making them a good
choice for racers of all levels.
BIKERUMOR: Can racers get the same benefits from a clincher and latex tubes, where they
might then be able to afford more tire options to better suit the conditions of the day, even
if they have to ride slightly higher tire pressure?
CHALLENGE: Of course, thats exactly whats in our mind when we design the range, and its
central to our philosophy.CX is a great participation sport; all ages and abilities take part each
week.We want to make sure they are all catered for.You might not be able to ride the same
super high tech bike as World Cup riders, but you certainly can run the same tread, and everyone will notice the difference in the way they perform as pressures and conditions change.
BIKERUMOR: Where do you see tubeless progressing? Theamateur race/consumermarket
has really gone that way as regular cyclists are less afraid of sealant than tubular glue, with
many of the same ride/performance benefits.
CHALLENGE: At this point in time, we are focused on trying to make the best handmade tubulars possible, and we have a real desire to continuing doing that.Of course there has been
a rise in use of tubeless tires, but there has also been a rise in overall participation and also in
the use of tubulars.
There is no doubt that tubeless is getting better. There is an industry spending time and money on making that technology catch up to tubulars. But in respect to cyclocross, at this point
in time, you can see the worlds best riders continue to choose tubular over tubeless, and do
this for the simple reason of performance.
BIKERUMOR: In the past the open tubular type tire (aka: clincher) hasnt supported being
converted or used tubeless, but now Vittoria has a latex-impregnatedcotton road TT tire
that works well even at very high pressures tubeless. And Dugast now has a tubular that is
actually tubeless as well. Does Challenge think it is worth pursuing tubeless options either
at the premium or entryvulcanizedlevel?
CHALLENGE: We too have a tubeless tubular [in development].Weve had it out with our tech
guy in Europe for over a year. But as with all of our products, we are working on it in the field,
then well bring it into discreet testing, then if we feel its right, well launch it.We love playing
with new technology, you could say its our hobby and passion.
BIKERUMOR: What about the trend towards wider cross tires, often times for doing more
than just racing but also trail riding, touring,expeditions,and just gravel riding.
CHALLENGE: The UCI limit obviously restricts things in the pro world, but there are other considerations to take into account.Frame design and tire clearance, and the simple needs of the
courses riders face. We are looking at trends in course design, features, the type of conditions
to be expected and also the flexibility of our tires to evolve their capabilities with different
pressure. The limit of 33mm seems to have united a vast majority of riders to the belief that
its a good middle ground.At the minute we share that belief for cyclocross racing.
We do the bigger option on the gravel range, and we are working hard on our gravel range
which we are of course constantly reviewing.We see Gravel and Cross as different elements
of the sport and want to give both sides their own identity going forward.
BIKERUMOR: Any thoughts about expanding CX offerings into the Road+/650b/27.5 rim size
for the recent crop of cross-over and mixed surface bikes?
CHALLENGE: As with new treads or compounds, we are always looking at whats possible and
the market in general about whats happening.650b, MTB Tubular, Gravel are all on that list,
and we have the factory and our tech guys on the case.
BIKERUMOR: Race day setup. How would you suggest a rider determine what tire to choose
on race day (or often the week before in the case of gluing up tubulars)? And then how
should they dial in the most optimal tire pressure before their race starts whether they are
rolling on tubulars, tubeless, or clinchers?
CHALLENGE: We have a pretty extensive guide from our brand ambassador Helen Wyman.She
wrote The Wyman Method for us, and it explains our range and her process when choosing
what [tire tread design] to ride. Even though its not going to work for everyone its a way to
get a starting pressure.From there you need to go up in 1psi increments (if you are hitting the
rim or folding the tubular) or down (if youre slipping in corners or hopping over the surface)
in 1psi increments.
do the math
wyman's
cyclocross
tire pressure
guide
The rule is as follows for a
Tubular:
(Rider Weight in Lbs / 10) + 5 = Starting point
So for a 160lbs rider:160/10 = 16.Plus 5 = 21.
Start at 21, go up and down from there.
For a Handmade
Clincher
(Rider Weight in Lbs / 10) + 10 = Starting point
So for a 160lbs rider:160/10 = 16.Plus 10 = 26.
Start at 26, go up and down from there.
First Option Dry: Provided it was dry (Potentially dusty), I would start my pre-ride on the Dune.
These tires are very fast and have more grip in the corner that youd imagine. If you find you
slide beyond what you feel comfortable with in the corners, try to lover the pressure, in very
small increments.
First Option Wet: Hard Packed Ground when wet will usually only give you a problem in the
corners and transition areas. I would first try the Chicane as these give you all of the confidence in the corners. You might even be able to run these at a slightly higher pressure, as
youll naturally have the grip in the corner.
Other Options and Scenarios: If the course has muddy sections due to the wet (Maybe you are
in a late race and the course is already cut up), then go with the Grifo. This is a great option
providing you with the best of both worlds above. You can be confident with a Grifo and they
give you amazing variability when you alter the pressure.
Remember:You dont need to run the same tire tread front a back. Also dont assume the
same pressure front and back is the right option for you. Always ride whats best for you.
Dont be influenced by those around you. Riding with confidence in your equipment makes
you fast. Approaching a corner slowly because youve risked a more aggressive tire choice
could slow your lap time down.
Second Option: If the course is loose, but you fancy riding in a foot out flat out way, try the
Chicane. Maybe youll slide a few more inches but you can be sure the side wall grip is going
to kick in and youll be fast on the exit as soon as you hit the straight.
Other Options and Scenarios: Loose ground can be cover to many things. If the loose sections
are on up hills, you need to consider a Baby Limus rear so you can really get the power down
and keep traction.
Remember: Always consider the type of loose ground you on. You might want to run slightly
higher pressure to avoid a flat if there are largish stones on the course. Ride with finesse and
youll be fine. My tip would be have a slightly higher pressure on your pit bike to avoid a 2nd
issue.
First Option: Grifo - When the ground is loose, you need to feel at one with your bike. You
need to put your focus in pre-ride to find the best lines. The Grifo gives you the ability to move
around on your bike and give you the right balance between grip and speed on the straights.
CONDITION: Ice
First Option: With all icy conditions I try to ride the Dune. They grip by giving me a lot of surface area on the floor, plus they keep me quick in the straights.
Second Option: Grifo is a good option on the Ice. Running low pressures they give exceptional
grip and seem to be very at home in the ice.
Other Options and Scenarios: If you suspect the course will warm up and might get more slick
in the corners, start with the Chicane and certainly consider this on the front.
Remember: As with other conditions, set your 2nd bike up to try to predict for course changes
and certainly give yourself a more secure option for a last minute change before you can get
your pit crew to change your option for you.
...and now
for the tires
SPEC HIGHLIGHTS
WEIGHT
PRICE
405g 5%
$165.99
405g 5%
$129.99
Handmade mixed/wet condition tubular, 320tpi Corespun Cotton casing, Latex inner tube and PPS, 28in (700c)
x 33mm. New more flexible tread, more durable casing.
395g 5%
$129.99
410g 5%
$129.99
400g 5%
$129.99
Handmade sandy condition tubular, 320tpi Corespun Cotton casing, Latex inner tube and PPS, 28in (700c) x 33mm.
n/a
$129.99
415g 5%
$114.99
395g 5%
$114.99
425g 5%
n/a
415g 5%
$114.99
Above is Challenges tubular lineup. Open Tubulars and Clinchers on next page...
PRODUCT
SPEC HIGHLIGHTS
WEIGHT
PRICE
$84.99
345g 5%
$84.99
365g 5%
$84.99
355g 5%
$84.99
330g 5%
$49.99
330g 5%
$49.99
330g 5%
$49.99
WEB: www.challengetech.it
Clement has fast established itself as the first name in cross tires. Named for the airports
codes of cities with some of the sports most epic courses, the PDX, MXP and LAS have been
go-to rubber for racers off all levels with treads to match any terrain or condition.
New this year is the BOS named after BOSTON where mud, roots, rock and rain are the norm.
The BOS, even more aggressive than the PDX has buttressed side-knobs for outstanding traction in super muddy corners and off-cambers and center tread thats all bite when it comes
down to a tractor pull.
For 2016/17, the PDX, LAS, MXP and BOS will all be available in tubular, clincher and tubeless
ready versions.
PRODUCT
SPEC HIGHLIGHTS
Crusade PDX
Tubular, tubeless or clincher 700 x 33, Named after Portland, OR the PDX is an all-around performer with a love
for mud. Center knobs aligned for a fast roll on hard pack
and pavement. Aggressive side knobs for superior cornering; leading edge of the knob provides extra traction
for acceleration.
MXP
LAS
Tubular or clincher 700 x 33, Named after the most entertaining UCI ranked race in America, CrossVegas, the LAS
is Clements fastest cross tire, best suited for dry conditions or grass courses. Short nail file tread and fine at the
center; progressively taller and coarser as it approaches
the shoulder knobs creating predictable performance at
all angles.
BOS
WEB: www.clementcycling.com
WEIGHT
350g
(clincher)
370g
(tubular)
350g
(clincher)
397g
(tubeless
ready)
PRICE
tubular $129;
tubeless ready
$70; clincher
$50
tubular $129;
tubeless ready
$70; clincher
$50
tubular $129;
clincher $50
tubular $129;
tubeless ready
$70; clincher
$50
SPEC HIGHLIGHTS
WEIGHT
PRICE
SSC Sprint 2
For dry, dusty and a little bit wet tracks, it provides really
good lateral control. The sidewall/carcasse is composed
of Egyptian Cotton with long brushed fibers. Inner tube
in latex. Available in Pro Casing and with Green Silica or
Black Tread Compound. (shown center in Green)
n/a
79,90 - 109,00
Slalom
For mixed and wet tracks. This tire is fast and offers great
control in curves. The sidewall/carcasse is composed of
Egyptian Cotton with long brushed fibers. Inner tube in
latex. Available in Pro Casing and with Green Silica or
Black Tread Compound. (shown left in Green)
n/a
76,90 - 109,00
Super Mud
n/a
76,90 - 112,00
WEB: www.fm-boyaux.fr
SPEC HIGHLIGHTS
WEIGHT
PRICE
Serac CX
380g
n/a
Serac CX Mud
380g
n/a
Serac CX Sand
375g
n/a
WEB: www.irc-tire.com
SPEC HIGHLIGHTS
WEIGHT
PRICE
A mud tire inspired by the hooked bars of the cholla cactus, the
tread patterns hooks and barbs dig into the ground for maximum
427g +/-5%
traction. DTC compound for normal conditions, 700x33, sidewall
protection, tubeless.
$54.95
Same tread, softer dual compound rubber for better cold weather
428g +/-5%
grip. 700x33, sidewall protection, tubeless.
$54.95
Flintridge Pro
Born in the hills of Kansas, the Flintridge takes its name from local 440g +/-5%
sharp jagged rocks. A smooth centerline tread pattern works on (TR 35c)
pavement and hard pack, shifting to grippy transition and shoulder
knobs for control in loose rock and even mud. DTC with KSCT and 481g +/-5%
Tubeless Race versions, 700x35 and 700x40, 120tpi
(KSCT 35c)
$54.95
Kommando X
Pro
$54.95
Happy Medium
Pro
This tire is best for dry hard pack and grassy terrain. The file tread
center of the tire gives you straight line speed and cornering knobs
will keep you upright in the turns. 120tpi, DTC with standard folding
and KSCT casings, 32, 35 and 40mm widths. Also 24x1.25 wire bead
396g to
480g
$24.95
to
$54.95
The Small Block 8 is Kendas most popular cyclocross tire and can
do it all. Tightly packed knobs make it ideal for rides that require ridSmall Block 8 Pro
ing on dirt, asphalt, gravel, and anywhere else you can find. 120tpi,
DTC with standard folding and KSCT casings, 32 and 35mm widths
315g to
427g
$34.95
to
$54.95
WEB: www.kendatire.com
SPEC HIGHLIGHTS
WEIGHT
PRICE
X-ONE Allround
Tubeless Easy for Cylo-crossers. The exceptional profile and OneStar rubber compound make the Schwalbe X-One one of the fastest cross tires ever. To make it the absolute high-flyer, mount it
without a tube on a tubeless-compatible wheel. 700x33, Evolution
casing.
375g
$72.59
X-ONE Bite
n/a
n/a
WEB: www.schwalbetires.com
Weve been making tires for over 40 years, and in that time, weve innovated every step of the way. From the worlds fastest tires to its most
durable, our road and mountain bike tires provide the perfect interface
between you and the road or trail.
Available in Sport, 2Bliss Ready and Tubular versions, our three cyclocross tread patterns cover the range of conditions youre likely to see
on any course.
PRODUCT
SPEC HIGHLIGHTS
WEIGHT
PRICE
Trigger Tubular
260tpi casing, Latex inner tube, 60a rubber, 700x33 (shown right)
420g
$100
355-490g
$55
Trigger Sport
405-595g
$35
Tracer Tubular
260tpi casing, Latex inner tube, 60a rubber, 700x33 (shown center)
420g
$100
365g
$55
Tracer Sport
405g
$35
Terra Tubular
260tpi casing, Latex inner tube, 60a rubber, 700x33 (shown left)
425g
$100
370g
$55
WEB: www.specialized.com
The key to a great ride starts from the ground up. Whether you need to
stick a ledge or rock slab, climb a long stretch of rough trail, stop on a
dime, or power through extreme conditions like heavy mud or snow, a
premium tire can be the difference between a good day or a bad one.
Youve invested plenty of blood, sweat, and tears into your bike so far.
But what actually connects you to the terrain?
VEE Tire Co. prides itself on offering affordable, innovative products that enable you to push
the boundaries of your ride. With over thirty years in the industry, our engineering advantage
has elevated the biking experience by providing you with a premium tire you can trust is on
the cutting edge..
PRODUCT
SPEC HIGHLIGHTS
WEIGHT
XCX
The XCX offers the best of both worlds in cross country and cyclocross. Its elongated narrow tread offers speed while ramped transition knobs give traction and cornering control. Recommended for
medium to hard condition use. DCC Compound 56 A/48 A, 120tpi,
folding bead. 700x33 and 700x40 (shown left)
350g
(700x33)
T-CX
This versatile tire offers features for all uses. With different knobs
for traction, control and cornering, the T-CX was designed for soft
to medium trail usage but is capable of acting as an all-surface tire.
DCC Compound 56 A/48 A, 120tpi, folding bead. 700x33 and 700x40
(shown center)
CXV
The CXV CycloCross tire was designed for racing. With low profile
ramped and tapered knobs, nothing will stop you from maximizing
your acceleration and cornering skills. DCC Compound 56 A/48 A,
120tpi casing, folding bead. 700x33 (shown right)
WEB: www.veetireco.com
500g
(700x40)
350g
(700x33)
590g
(700x40)
390g
PRICE
$39.90
to
$42.90
$39.90
to
$44.90
$39.90
SPEC HIGHLIGHTS
WEIGHT
PRICE
Cross EVO XN
Dry-weather cyclocross tubular on Vittorias exclusive 320 TPI casing and latex inner tube for same supple ride and sweet handling as
Competition Series. Diamond tread for speed on firm, dry courses.
700x31. (shown left)
370g
79,95
Cross XN Pro
Clincher version of the Cross Evo XN, foldable 150 TPI casing, 700x31
350g
36,50
Cross EVO XG
Mixed-course cyclocross tubular on Vittorias exclusive 320 TPI casing and latex inner tube for same supple ride and sweet handling
as Competition Series. Medium tread for racing on wet or loose
courses. 700x31 and 700x33. (shown right)
390-410g
79,95
Cross XG Pro
Clincher version of Cross Evo XG, 150 TPI casing; also in TNT (tubeless ready) technology. 700x31 and 700x33, TNT in 33mm only.
340-390g
36,50
Cross EVO XM
390-410g
79,95
Cross XM Pro
350g
36,50
Cross XL
430-440g
79,95
Cross XL Pro
Clincher version of Cross XL, 150 TPI casing; also in TNT (tubeless
ready) technology. 700x31 and 700x33, TNT in 33mm only.
380-460g
36,50
WEB: www.vittoria.com
pro tips
PRO TIP:
Then I would build a small program of a couple of weeks to get the efficiency up, that would
be that base. So like 3 weeks of 12, 15, or 18hrs of riding to start a small base.
Then take a rest before mixing in something else, like 10 minute runs 2 times a week, but still
staying light as you are a couple months out from racing, to get your body stretched a bit and
used to the mix of movements Those are 10 min jogs. Dont go out running at 100% carrying
your bike. Youll just get injured.
Then with that small base, itd be time to add in some technique work, and start focusing on
shorter 90sec efforts to start to open you up on the bike, and then working up to threshold
efforts.
Drink more water. Sleep more. And do some low intensity riding to get your body in shape to
race, and to be able to push itself. You cant hack athleticism.
BIKERUMOR: So when you are racing for an hour (or amateurs racing for just 45 mins) how
can you target your training for that intensity and length of time?
JEREMY: Shorter is better in cyclocross training, especially in the amateur categories. 3-5min
[of peak effort] is often enough to win a race. But the best thing about cyclocross is probably
the technical aspects, so going out and riding trails or hitting up a local cross course can all
be added into a training schedule. Your base can even be trail riding as long as you focus on
not going hard, which is tough. Because if you are going out hard on the bike, you are sort of
defeating the purpose [of building base fitness/muscle efficiency]. This base needs to be, and
stay, very much a sub-150 heart rate kind of riding.
You really only get so much time above that before [your energy] runs out. So Im all about
staying fit and getting that efficiency built up and then using intensity to get ready for events,
vs. on the other side trying to build that from the top down doing all of these hard efforts and
then not having any foundation to fall back on.
If you are really looking to make a solid training improvement you can probably get 15 hours in
on the bike, 3 hours 5x a week. Then thats really valuable. Otherwise when you start working
intervals and intensity you end up just wearing your self down with nothing to hold you up.
BIKERUMOR: At top-level racing, it is so common to see maybe 3-5 riders pull away early in a
race and keep that all the way to the finish. How can you balance giving your all at the start
to make that first selection and still have the juice to stay up there until the end?
JEREMY: The way that I pace a race is mostly based on doing less in the beginning and finding
out that I can go harder in the end. A good start is important, but just as much is not over doing it. You dont want to go so hard out [from the start] and not be able to sustain it. And then
have everyone passing you.
So do 80% of what you think your max is, and then getting to the last 10 or 15 minutes of the
race knowing [you] can go 120%. Thats way more valuable, and will feel a lot better than if you
start over 100%, and then feel like you cant do anything in the final 2 laps. The big thing is really
not overdoing it and blowing up.
BIKERUMOR: What about the other side of that. What can prepare you either mentally or
physically to be able to recognize and bury yourself to bridge that gap when you know it
needs to be done?
JEREMY: I think you really have to just learn from the people you are racing against. Like in the
World Cup, I know the group that I would like to be in. A group where I know I am capable of
riding. So its a lot of figuring out what group you want to be in and that you think you belong
in and then just trying to get there.
BIKERUMOR: How do you gain time in a situation like that where you are trying to move up?
JEREMY: That comes in looking at what sections you are not making good choices on, or bobbling. So I try to focus on that [section], and Im going to try and watch riders go through. Im
gonna focus on that [section] and try to make my weakness a strength. Or Im going to make
sure I go into that section first if Im with the group.
BIKERUMOR: Thats looking mostly at pro racing, but for most of the amateurs and masters
racers like us, we arent always trying to end up on the podium; sometimes just to finish
higher up in the pack. Any advice on how we can pace ourselves, or just move up, when the
goal is more about improving from one race to the next?
JEREMY: I think in the end, you cant do anything if you crash. You have to look at it, and it is
a game of seconds in cyclocross. Thats why watching some other riders do a section that you
clearly havent nailed is key. Youve done 3 pre-ride laps. If you havent nailed the section, it
would behoove you to stand there and watch riders come through and see how they do it.
Because right there, you can be gaining 30 seconds. If you master that section and hit it 6
times [over the course of a race]. Thats why it is important to really focus in on that thing
that you are not doing well. You dont need to do any more power output. You dont need to
any more intervals. You dont even need to ride an extra 3 hours. You can eat what you want.
Also look at the start grid and watch a race before you start. You can see if there is a bottle
neck, and then pick a side to start on that is going to allow you a better start. Seemingly small
stuff like that is super valuable. And for an amateur just trying to improve week-in and weekout, these little things are what make big gains.
Its about putting it all together. And when you are running at 110% its impossible to put it
all together. You just make mistakes. And it is easy to reverse that 5 seconds times 6 laps
30 seconds [gained] into 1 minute and 30 seconds [lost] when you went ass over tea kettle 3
times when you couldnt focus, and it compounded on top of itself.
I think that the best advice that I can give is stay within your limits, and know yourself. That
self awareness of not going over 100% is one of the most valuable things any rider can understand. Really in cyclocross because the ability to blow up is so easy, and there is nowhere to
recover.
BIKERUMOR: How can you properly scout a course, especially your critical sections, when
it is completely different after you pre-ride at 75% heartrate and then you come back at race
pace?
JEREMY: I always do 3 pre-ride laps. I do one really easy just to look at it. And then I do a second one sort of medium, and then I do a third faster. And thats the bare minimum. Even at
the World Cup level, this is what I am implementing. Im not riding at the front of the race, so
I am very much trying to make that group [that I want to target]. And then Im trying to stay
in my range. And then Im trying to ace these sections that I know are going to allow time. Its
the same at my level or your level.
Everyone at my level can do a lot of power output. Thats not the problem. Its if I can do that
power output AND I can nail that section, (and hopefully they dont.) Train your weaknesses
for sure, always.
BIKERUMOR: What are your thoughts on trying to simulate that intensity & race pace in
training? Its hard to go out solo and act like you are racing. Is it worth trying to go out and
reproduce a 45 minute or 1 hour race effort during training?
JEREMY: I dont think straight through, no. Because racing is always going to have a different
adrenaline and intensity attached to it. Theres nothing that is going to simulate racing,
except for racing. You could motor pace for sure. But what is way more fun is to do 5 min
races with your buddies on even a two minute course loop. Thats really valuable AND fun.
All of these training techniques are great, but for someone who is just doing this to enjoy, it
should be about fun. Youre racing hard because you are trying to master something, and be
the best that you can be. But for all of us in the end there has to be some element of fun. You
can do that [fun element] with 90 second sprints with your friends, sprinting from stoplights.
Thats the kind of thing we do all the time to keep it light and fun.
There has to be
"some element of
fun
BIKERUMOR: What about prepping for and warming up before a race? Most amateurs wont
have the luxury of support and a set of rollers and a tent next to the start, so it becomes difficult to time it to roll to the start with warm legs.
JEREMY: Replicate your training. Do the same thing that you do in training and repeat it for
racing. Stick with when you wake up and what you eat.
BIKERUMOR: That all can probably benefit riders who already have spent a good bit of time
racing cross, point them in a good direction. But what about advice for someone just looking
to try cross? Super simple tricks to get started?
JEREMY: Yeah, just technique and technical stuff. Having your cyclocross bike setup not like
your road bike, but a little bit shorter. Your saddle a little (3-5mm) lower.
I think one thing that makes cyclocross enjoyable is that tubulars really change the game. The
difference between having a nice pair of tubulars is like the difference between having your
teeth fall out of your head going over the bumps or not. If you want to have a true cyclocross
experience, borrow a pair from a friend, and see the difference. Find those old pro wheels on
eBay!
Do those small things, and those 10 minute runs. Become more of an ultimate fighter than a
road rider. You will have a lot of fun in cyclocross. Giving yourself the chance to actually enjoy
it by grabbing a pair of tubulars, and having a little bit of technical training, and running the
rider will find it to be a lot better.
TECH &
SETUP
PRO TIP:
clean it after
your race.
BIKERUMOR: Like most other Pro cyclists, Pro crossers often ride a bike mostly speced by
their equipment sponsor, but sometimes they have strong preferences and are adamant
they use something else. What non-sponsor correct gear do you encounter most?
VACLAV: Yes it happens, most often a question about tires, A lot of riders want to buy and
race on Dugast tubulars as the riders think they perform so much better. There is also that FSA
CX headset cap with a brake cable stop. Ive made that work on a lot of bikes that wouldnt
have otherwise had a FSA headset and blacked out the logos. Oh, and everyone rides Shimano
XTR pedals, no matter who provides their drivetrain (and SRAM & Campy kinda just look the
other way.)
BIKERUMOR: That said, on your own bike or a non-sponsored friends bike, where would
you deviate from the norm, say by down specing components or using something from a
smaller company?
VACLAV: I prefer to use the high quality & original parts whenever possible. I definitely stick to
Swiss Stop canti brake pads or original Shimano pads for disc brakes. But it isnt important if
you have Dura-Ace Di2 or Ultegra Di2, so I always opt for the more affordable one.
BIKERUMOR: Is there any setup step that you do that might not be standard, or someone
might notice from a first look.
VACLAV: I dont have many non-standard setup tricks, but Im a real fanatic for setting the
correct lengths of housing & cables and chains, even a perfect bartape installation. It really
bugs me when I see someone who doesnt pay attention to the details. And you see poorly
sized cables and chains a lot. I also dont like to see water bottle bolts with a standard head;
there are plenty of low-profile alternatives. And every rear derailleur deserves to get a spring
tuneup on its cage, and every cross bike needs a chain guide and a drain hole drilled under its
bottom bracket, whether the manufacturer put one there or not.
BIKERUMOR: When does it make sense to NOT act like you are building a pro bike?
VACLAV: This is really about silk tubular tires and ceramic bottom brackets. These parts sound
great in theory, but need more time to support them than actual ride time. For wheels too, I
really recommend riding something with high-quality hubs like the DT ratchet or Chris King.
They just have such a better resistance to mud and pressure washing that it doesnt really
make sense to try to use something lighter.
BIKERUMOR: So what do you think for amateur racers and weekend cross warriors tubular, tubeless, or clincher? If you are setting up a bike for yourself or a friend to race, what do
you use?
VACLAV: For racing, there is only one choice - tubulars, no matter what level you are racing. If
you are paying to race you might as well pay to have proper race tires. For training you can use
clinchers, but still a better choice are open tubular type tires, to give a closer feel to a tubular.
Tubeless ready tires just have such a hard body, and for cyclocross its so important to have a
soft and flexible casing to get as much grip as possible.
BIKERUMOR: How do you suggest a rider determine what tires to choose on race day, and
then how should they dial in the right pressure before their race starts?
VACLAV: For race day prep, you must have a choice of two wheelsets with tubulars ready and
glued up several days ahead of time. Something like a Grifo and a Rhino setup is a minimum,
and suits most terrain. Then pressure becomes the big question. There are so many variables
- rider weight, rider style & experience, course style. You really have to test your tires out on
the course before the start to get the ideal pressure, and ride till the tires break loose. Normally that pressure in a tubular ends up between 1.3-1.8Bar (19-26psi).
BIKERUMOR: How does your bike prep vary depending on the weather and condition of the
course? Do you have any special tips for how to prep a bike for weather extremes?
VACLAV: Normally I end up using the same bikes with the same bar tape from hot early race
to frozen late season ones. The biggest difference is between the oil on the chain. Plus, when
its muddy I use GT85 (a spray on PTFE lubricant, kinda similar to WD40) as an extra protector on derailleurs, downtube, and pedals. I still use organic disc brake pads in muddy races,
as they are fine for an hour of racing, but always a fresh set, and if you are changing bikes it
gets at most 30 minutes on one bike. When there is snow on the course, you have to have a
spray bottle of anti-ice liquid in the pit, otherwise anything that can get wet like brake pads
and cables is going to freeze over. If you dont have support in the pits you really need to do
the anti-ice spray if you want to make it through a race.
BIKERUMOR: Not many riders lube their bike properly, whether for CX or any other type of
riding. Any tips for cross, what to do, what to avoid?
VACLAV: I use Morgan Blue Extra dry or Race oil for dry and dusty racing, sometimes Shimano
PTFE and Rolls Pro when conditions are wet. The most important lesson is to completely wash
your chain before you lube it. The chain should run cleanly through a rag before you put any
new lube on it, otherwise it will just collect more and more dirt.
BIKERUMOR: What is it like for you to travel working as a pro mechanic? What stands out in
your mind with last race season far behind and a new one about to begin again?
VACLAV: Cyclocross is one of greatest and most open disciplines in cycling, but for mechanics
is not easy. Cold weather, mud, cold weather again. More traveling, driving, and race weekends where the riders you support start in races both days. We very often end up working all
night to be ready the next day in the pits. In bad weather you end up completely overhauling
multiple bikes for each rider over Saturday night. I really like when I build bikes for a racer
from the start of the season - out of the box, and then I am the mechanic for it during a race.
Its so much easier when you know everything about a certain bike. Races in Belgium are also
amazing; just so many more people around. But its funny to watch how even on some of the
big name teams, they have only one true mechanic, and the other guys moving around are
just supporters who are happy to be there and trying to help.
components
& WHEELS
PRO TIP:
Wolf Tooth offers a wide variety of CX drivetrain 1x and optimization options. Our Patented
Drop-Stop chainring have best in class chain retention and mud clearing with the widest variety of
sizes, mounting types (110/4, 110/5, 130BCD, SRAM &
Cannodale DM), and both round and elliptical.
Our Tanpan and Roadlink Derailleur Optimization
products allow further drivetrain customization.
The Tanpan allows Shimano 10-11 spd road shifters
to work with MTB rear derailleurs (clutch and wide
range!). Roadlink allows for larger range cassettes
to be used with Shimano road rear derailleurs.
WEBSITE: www.wolftoothcomponents.com
second wind?
Northwave put its extensive experience in Cyclocross to good use in designing Extreme XCM. The triple-density Speedlight 3D Carbon sole, with a carbon insert
in the pedal area keep it stiff. A Pro Regular Fit footbed and micro-perforated BioMap unibody upper
with thermowelded protection reduces stitching to
keep it comfortable. All of that combines to make it
lightweight, too. Aggressive tread blocks and a rubber insert in the medial zone ensure optimum grip.
Lastly, the SLW 2 dual closure dials and efficient heel
retention system to keep you from coming out during run ups.
WEBSITE: www.northwave.com
Yes, you can attach your thru-axle equipped cyclocross bike on to a trainer! The Robert Axle Project
sells 12mm thru-axles for use on bike trainers so you
can use your cyclocross bike on your trainer minutes
before your race for a no-fuss warm up. We also supply thru-axles for attaching trailers for towing your
kids, commuting or bike touring, adding versatility
to your cross bike. Compatible with: 1up, Blackburn,
CycleOps, Kinetic, Tacx trainers and more, with several lengths and thread pitches to fit your bike. Hard
anodized 7075 aluminum. Designed, built and tested
in the USA. $54-58 each.
WEBSITE: www.robertaxleproject.com
Designed for racers, sports enthusiasts
and outdoor adventurers who demand
more from their gear, the Showers Pass
Refuge Duffel will quickly become your
favorite travel gear bag. It keeps fresh clean clothes
and dirty clothes separate with 3 main storage compartments that are fully waterproof with welded
seams. Made with ballistic strength nylon, strong
welds, and anodised aluminum hardware to withstand the rigors of daily use. A fold out waterproof
changing mat offers a dry place to stand while changing. More: Self supporting desigh; removable rigid
bottom board; Fleece lined media pocket; two water
bottle pockets; 3.4lbs, 51.3 liter capacity; $189.
WEBSITE: www.showerspass.com
More than 30 years ago, Tetra pioneered synthetic fluoropolymer lubricants in the sporting goods industry.
The Tetra Bike Lubricant was originally introduced
many years ago, and we are returning it from a long
dormancy. From that one original wet lube formula, we now offer a full full line of bicycle maintenance products for cyclocross riders. These include performance synthetic lubricants, cleaners,
specialty treatments and accessories. Theyre designed to excel under all climatic conditions and
have been proven by Team Colavita and Cylance Pro
Cycling.
WEBSITE: www.tetrabikecare.com
CREDITS
Unless otherwise noted, all product images were provided by the manufacturer or brand representative.
We threw in a couple of our own if they were better.
Images of interviewees were provided by those people for us to use.
Interviews conducted by Tyler Benedict and Cory Benson. Layout by Tyler Benedict.
The opinions expressed and information presented in those interviews belongs to the interviewee. We
(meaning you, us and anyone else that reads it) might agree with it, or we might not.
Now go race your bike in circles in the grass and get muddy.
#crossiscoming
Check bikerumor daily for even more great cyclocross products & tech,
and search any of these brands by name for reviews & more info!