bikes

Genesis Bikes were showing off their 2012 range at this week’s iceBike* show, hosted by UK distributors Madison, but given that we’d already been given a sneak peek at those bikes back in the summer, what caught our eye were seven new prototypes.

Covering the full gamut of road, mountain and cyclo-cross, these bikes were all resplendent in the black, blue and orange of the new ‘Guild’ development programme. This is Genesis’s equivalent of Orange’s Strange project or SRAM’s BlackBox, the idea being, why not promote the fact you’re working on new ideas, rather than shrouding the process in secrecy – in this case with a distinctive paintjob and matching riding kit.

On the road side, they were showing a very tasty looking titanium version of the Equlibrium. The prototype uses the same geometry as the steel bike but is manufactured from proprietary 3Al2.5v tubing.

Described as a “hard riding sportive bike for more aggressive riders” it’s been designed to have a very stiff front end courtesy of an XX44 head tube and fat down tube. Out back, shaped and ovalised stays add vertical compliance for comfort. The frameset, which includes a headset and a tapered-steerer carbon fork with mudguard eyelets, is expected to cost around £1,500, with a complete bike equipped with Shimano 105 likely to cost £2,200.

If your budget won’t stretch that far, the Volant may be more up your street. This entry-level alloy road bike is a replacement for the Aether. It’s been designed from scratch by new Genesis designer Dom Thomas, who’s deliberately avoided using hydroformed tubes in order to achieve a clean, simple look.

The top and down tubes are triple butted to save weight, the XX44 head tube allows you to run a straight- or tapered-steerer fork, and geometry is more race- than sportive-orientated. Three models will be available, all with a carbon fork. Prices are likely to be around £650 with Shimano 2300, £800 with Sora and £1,000 with 10-speed Tiagra.

Bridging the gap between the road and mountain prototypes is the Fugio. This ‘cross racer combines a frame made from Reynolds 853 chromoly with a tapered fork made by US carbon specialists Whisky Parts Co. A frame, fork and headset package will be available for £800, with a complete bike equipped with Shimano 105 for £1,700.

All four of the mountain prototypes are 29ers. The High Latitude is a 29er version of the Latitude trail hardtail and comes in three variants – one geared, one designed to be run singlespeed and one based around a Shimano Alfine geared hub. A prototype frame made from Reynolds 853 and with a 1-1/8in head tube was on display at iceBike but Dom told BikeRadar that initial production bikes and frames will all be Reynolds 520, with an XX44 head tube.

The High Latitude is based around an 80-100mm fork and has a 69.5° head angle. The frame will cost £300, with either horizontal or vertical dropouts, with complete bike prices ranging from £1,000 to £1,700. Availability is slated for the summer.

Finally, there’s also a prototype entry-level 29er, the Mantle. This is made from 6069 alloy, with triple-butted main tubes and a bent seat tube for improved wheel/tyre clearance – Genesis say there’s room for up to a 2.35in. It’s designed to be used with an 80 or 100mm fork; with the latter it has a 68.5° head angle.

An XX44 head tube up front allows use of a tapered-steerer fork for improved steering precision. Three models will be available, ranging from the £750 Mantle 10 to the £1,300 Mantle 30, with Shimano SLX kit and a RockShox Recon Gold fork.

If you can’t wait that long, the new Fortitude range of 29ers, which we checked out earlier this year at The London Bike Show, should be hitting shops within weeks. The bikes were designed around a rigid fork, because Dom reckoned it was important to get the basics right without having to worry about suspension.

Genesis’s first foray into big wheels is available as a singlespeed (£850), with an Alfine hub and rack mounts (£1,500), or a 1×10 drivetrain (£1,250). Apparently, all the contact points (grips, saddle) are in the same position as on a 26in-wheeled mountain bike.

Other bikes that caught our eye were the Day One Disc ‘cross bike (£800, available from April), which we first saw back in the summer, and the CDF, a lower priced (£900) version of the popular Croix de Fer, designed to come in below the UK’s £1,000 Cycle to Work tax incentive threshold.

This uses Reynolds 525 tubing instead of 725 and Shimano Sora not Tiagra but shares the same proven geometry, mechanical disc brakes and classic good looks. It’s due to hit shops by the end of the month.

More pictures to follow…

BERKELEY, CA (BRAIN) Feb 22, 10:55 MT— Northern California’s high school mountain bike league has grown to its limits and may have to be split in two next season to accommodate its growth.

PHILADELPHIA, PA (BRAIN) Feb 21, 08:53 MT— Fuji Bikes is working with the Consumer Product Safety Commission to recall its step-through Saratoga cruisers due to potential frame breakage. The company is recalling about 10,500 bikes, model years 2008-2010, sold to specialty retailers nationwide

Specialized came relatively late to the big-wheeled party but no-one could accuse the California-based company of not making up for lost time. They now make 26in- and 29in-wheeled versions of most of their key models. Tested here is the�entry-level Camber 29, which comes in under the magic £2k mark with a decent-looking spec list.�

The Camber has impressed us in the past, in both 26in and 29in versions, and it continues to do so here. The Camber 29 is a bit heavy next to the competition but the superb handling and wallet-friendly price make up for that. For an affordable entry into big-wheeled full-suspension it’s hard to beat. It’s won over some hardened sceptics, so if you’re unsure, book a test ride.�

Ride & handling:�Thoroughly�sorted 29er handling in�a great value and easy-to-live-with package

Our earliest experience of a big-wheeled Camber was a ride on a pre-production carbon version. We came away impressed with its versatility in a whole variety of trail conditions. It combines the kind of race-bred athleticism that’s capable of demolishing tough climbs with a sure-footed nimbleness on descents that’s normally the preserve of quicker-handling 26in-wheeled bikes.

The good news is that the entry-level model preserves almost all of the carbon version’s winning attributes. Of all the 29ers we’ve ridden, the Camber is one of relatively few that comes close to mimicking a 26in bike in terms of both high- and low-speed handling, with a front end that all but eliminates any sense of big wheel inertia. Pedal, point, go.�

This sure-footed nimbleness makes it instantly likeable, while the big wheels’ ability to roll up and over the kind of stutter bumps that’ll halt a smaller wheeled bike in its tracks helps to compensate for the bike’s slightly oversize waistline. In fact, although we grumbled inwardly every time we had to manhandle the Camber 29 (on and off a bike rack, or over a gate), when it came to pedal power it never seemed to be an issue.

�It lacks the sprightly skip of lighter (and more expensive) competitors but for long-haul epics that’s not necessarily a bad thing. It wouldn’t be our first choice for a potential podium finish but for all-round trail duties with fun along the way, its combination of value and performance is hard to argue against.

Frame & equipment: Budget-squeezing�component choices�have pushed weight up

While the�26in-wheeled Cambers�have 120mm of travel, the 29ers have 110mm… except this one, which has 100mm. It’s down to the fact that this base model uses the M4 aluminium frame of the original 2010 Camber 29 instead of the updated M5 frame used on the pricier Camber Comp 29. It wasn’t possible to adapt the older frame to accommodate more bounce, and it also has standard 135mm dropouts instead of the 142mm+ dropouts used throughout the rest of the 2012 range.

Specialized put great effort into reconciling the engineering and aesthetic components of their frame designs, so that the result both looks right and performs well.�The Camber 29’s smooth, flowing lines and inline shock, seatstays and top tube are no coincidence. The curved down tube helps distribute stress away from the head tube area without the need for a gusset, while the inline stuff is all about improving small bump response and reducing frame weight by making each tube as short as possible.

There’s no doubt that Specialized’s designers have performed a minor miracle shoehorning all the important stuff into a big-wheeled bike and making it ride so well. But you can tell they live and ride in southern California. The Camber 29’s mud clearance at both ends is on the tight side of minimal and, although we had no issues, it’d be a concern for regular use in muddy conditions. All-up weight is another point of contention. The Camber is on the wrong side of 30lb and although it has a price advantage over some of its competition, it could certainly do with losing a few grams.

Bump munching duties are taken care of by a pair of RockShox air springs – an Ario shock at the rear and a Recon Gold fork up front. They’re well matched, although the Ario’s lack of adjustable compression damping might have some riders reaching for the lockout lever on long, smooth climbs. Specialized’s in-house kit takes care of most of the ancillary components, including a saddle that should prove comfortable for long days out.

Fitting a bigger profile tyre on the front isn’t a new idea – Kona did it a lot in the ‘90s. We don’t see it so often now, though, so the Camber 29’s big volume Purgatory front tyre is a novelty. It works well, giving the front of the bike extra bite in the corners and helping the big wheel reduce the fork’s workload in the rough stuff.

The only obvious area of cost-cutting in the Camber 29’s spec is in the transmission, with a downgrade to nine-speed. Although many riders will expect 10-speed at this price, in functional terms there’s nothing to choose between them. A Deore XT rear mech adds showroom appeal and the Shadow design helps keep it out the way of rocks.

This article was originally published in What Mountain Bike magazine.

With 11 world championship wins and an Olympic gold medal under the belts of the Multivan cross-country team, Merida�are�often perceived as a mountain bike brand.�But the Taiwanese company�have their eyes firmly on the ProTour and top-level road racing with their latest Scultura road bike.

Merida have never been ones to shy away from innovation. The previous generation�Scultura Evo�boasted double-chamber fork legs, an integrated front mech mount and an 875g frame weight (56cm size), while the 2010�Reacto was one of the first aero road bikes, before the concept went mainstream with the likes of the Specialized Venge and Scott Foil.�

Examining their competitors in the high-end road bike market, Merida�concluded that although ultra light weight frames are achievable, their performance�– notably stiffness, and therefore efficiency�–�suffers.�Their aim was to create a light, stiff but still comfortable frame, and crucially one that doesn’t cost the earth.�

That’s not to say the Scultura is heavy�– the claimed frame-only weight of 844g is still light enough to build a bike with clincher tyres and SRAM Red that weighs around 6kg (13lb).�Not wanting to produce a frame that focused on function to the exclusion of form, Merida’s product designer Martin Stuetz drew on his background in industrial design and sculpture.

The name Scultura means sculpture in Italian, hinting at Merida’s emphasis on form as well as function�

There are three Scultura models for 2012: the SL Team, Pro and Comp. The range-topping SL comes with the new SRAM Red groupset�and uses FSA’s BB386 Evo bottom bracket system. The extra surface area provided by the 86mm wide bottom bracket shell allows Merida to use a super-fat down tube and deep asymmetric chainstays to boost stiffness. A carbon bridge at the base of the seat tube further strengthens this critical area. The design accepts all large diameter axles (eg. BB30) and�with an adaptor can take smaller ones, too.

Merida�imbue the Scultura with some shock damping comfort using their�FLEX-STAY technology. A layer of flax is added between the carbon sheets on the upper surface of the seatstays plus the top and bottom of the chainstays. This material�has great stiffness and shock absorbing properties, and the 40-50g it adds to the frame weight is a price�Merida�are willing to pay.�

The left-hand chainstay is fitted as standard with an underslung electric shifting battery mount, alongside the wheel.�The internal routing can be changed to accommodate either mechanical or electrical cables via�a system of plugged inserts, which helps future-proof the frame.�A neat touch which shows Stuetz’s combination of design and aesthetics is the pair of ridges running along the down tube; these do double duty as internal cable channels and stiffening structures.

The Scultura’s BB386 Evo�oversize�bottom bracket setup keeps things stiff underfoot

Most modern road bikes have a chainstay length of around 410mm, but the Scultura’s is 405mm, promising aggressive handling for the rider in a hurry. Wanting to test out all of the headlines, we embarked on a ride in unseasonal (for Mallorca) winds and light snow. Our medium/large SL Team test bike with Time pedals, bottle cage, clinchers and a layer of dirt weighed in at 6.57kg (14.48lb), which is under the UCI limit.�

The first thing that becomes immediately apparent is how solid the bike feels. There’s no feeling of pedalling in ovals due to flex, and any lateral bottom bracket deflection isn’t noticeable by a mere mortal. When you stand on the pedals the Scultura kicks forward. Allied to the tapered and enormously stiff head tube area, we had to slightly alter our sprinting and climbing style to account for the lack of flex.

Mallorca’s roads are mostly very smooth but after searching out the rough bits we found the Scultura to be firm but never harsh, presumably due to the flax fibres doing their job. The bottom bracket solidity gives the drivetrain an extra gear, and we had no problems rolling up smaller hills in the big ring when we’d normally be reaching for the front shifter. Front end stability is mighty impressive and unflappable�–�very reassuring on a fast 180-degree downhill bend when turning across a gusty wind.

The internal cable routing is compatible with both electronic and mechanical transmissions

The Scultura’s cables enter behind the head tube at around 45 degrees to the frame. When handling an unladen bike this feels like it could slow the steering because the cables aren’t very flexible, but in the saddle it wasn’t an issue. If anything, the cable position works like a damper for the steering, preventing any sudden flicks when unloaded, such as when riding no-handed. We tried it even at slow speeds and have no problems to report.

Although we hung on to four members of the Merida�race team for most of our test ride, we have no illusions: the Scultura was merely flattering us with delusions of fitness. Most of us will never reach the limits of what this bike is capable of, but the beauty of owning a bike like this is knowing that it’ll never disappoint.

The SL Team is officially a 2013 bike but it should be available in the UK around July/August for £5,500.�The Scultura Pro uses the same mould but a lower modulus carbon fibre, resulting in around 130g of extra weight. It does retain the BB386 bottom bracket though, and costs significantly less�– £1,500, with Shimano 105.

The sub-£1,000 (exact price TBC)�Scultura Comp uses a different mould and different carbon fibre construction, with no flax. It also has to make do with a standard 68mm bottom bracket shell. However, it still gets a full-carbon fork with tapered steerer and the same cable routing. Claimed frame weight is 1,200g, and an increased chainstay length of 410mm allows use of tyres up to 25mm wide.

With 11 world championship wins and an Olympic gold medal under the belts of the Multivan cross-country team, Merida�are�often perceived as a mountain bike brand.�But the Taiwanese company�have their eyes firmly on the ProTour and top-level road racing with their latest Scultura road bike.

Merida have never been ones to shy away from innovation. The previous generation�Scultura Evo�boasted double-chamber fork legs, an integrated front mech mount and an 875g frame weight (56cm size), while the 2010�Reacto was one of the first aero road bikes, before the concept went mainstream with the likes of the Specialized Venge and Scott Foil.�

Examining their competitors in the high-end road bike market, Merida�concluded that although ultra light weight frames are achievable, their performance�– notably stiffness, and therefore efficiency�–�suffers.�Their aim was to create a light, stiff but still comfortable frame, and crucially one that doesn’t cost the earth.�

That’s not to say the Scultura is heavy�– the claimed frame-only weight of 844g is still light enough to build a bike with clincher tyres and SRAM Red that weighs around 6kg (13lb).�Not wanting to produce a frame that focused on function to the exclusion of form, Merida’s product designer Martin Stuetz drew on his background in industrial design and sculpture.

The name Scultura means sculpture in Italian, hinting at Merida’s emphasis on form as well as function�

There are three Scultura models for 2012: the SL Team, Pro and Comp. The range-topping SL comes with the new SRAM Red groupset�and uses FSA’s BB386 Evo bottom bracket system. The extra surface area provided by the 86mm wide bottom bracket shell allows Merida to use a super-fat down tube and deep asymmetric chainstays to boost stiffness. A carbon bridge at the base of the seat tube further strengthens this critical area. The design accepts all large diameter axles (eg. BB30) and�with an adaptor can take smaller ones, too.

Merida�imbue the Scultura with some shock damping comfort using their�FLEX-STAY technology. A layer of flax is added between the carbon sheets on the upper surface of the seatstays plus the top and bottom of the chainstays. This material�has great stiffness and shock absorbing properties, and the 40-50g it adds to the frame weight is a price�Merida�are willing to pay.�

The left-hand chainstay is fitted as standard with an underslung electric shifting battery mount, alongside the wheel.�The internal routing can be changed to accommodate either mechanical or electrical cables via�a system of plugged inserts, which helps future-proof the frame.�A neat touch which shows Stuetz’s combination of design and aesthetics is the pair of ridges running along the down tube; these do double duty as internal cable channels and stiffening structures.

The Scultura’s BB386 Evo�oversize�bottom bracket setup keeps things stiff underfoot

Most modern road bikes have a chainstay length of around 410mm, but the Scultura’s is 405mm, promising aggressive handling for the rider in a hurry. Wanting to test out all of the headlines, we embarked on a ride in unseasonal (for Mallorca) winds and light snow. Our medium/large SL Team test bike with Time pedals, bottle cage, clinchers and a layer of dirt weighed in at 6.57kg (14.48lb), which is under the UCI limit.�

The first thing that becomes immediately apparent is how solid the bike feels. There’s no feeling of pedalling in ovals due to flex, and any lateral bottom bracket deflection isn’t noticeable by a mere mortal. When you stand on the pedals the Scultura kicks forward. Allied to the tapered and enormously stiff head tube area, we had to slightly alter our sprinting and climbing style to account for the lack of flex.

Mallorca’s roads are mostly very smooth but after searching out the rough bits we found the Scultura to be firm but never harsh, presumably due to the flax fibres doing their job. The bottom bracket solidity gives the drivetrain an extra gear, and we had no problems rolling up smaller hills in the big ring when we’d normally be reaching for the front shifter. Front end stability is mighty impressive and unflappable�–�very reassuring on a fast 180-degree downhill bend when turning across a gusty wind.

The internal cable routing is compatible with both electronic and mechanical transmissions

The Scultura’s cables enter behind the head tube at around 45 degrees to the frame. When handling an unladen bike this feels like it could slow the steering because the cables aren’t very flexible, but in the saddle it wasn’t an issue. If anything, the cable position works like a damper for the steering, preventing any sudden flicks when unloaded, such as when riding no-handed. We tried it even at slow speeds and have no problems to report.

Although we hung on to four members of the Merida�race team for most of our test ride, we have no illusions: the Scultura was merely flattering us with delusions of fitness. Most of us will never reach the limits of what this bike is capable of, but the beauty of owning a bike like this is knowing that it’ll never disappoint.

The SL Team is officially a 2013 bike but it should be available in the UK around July/August for £5,500.�The Scultura Pro uses the same mould but a lower modulus carbon fibre, resulting in around 130g of extra weight. It does retain the BB386 bottom bracket though, and costs significantly less�– £1,500, with Shimano 105.

The sub-£1,000 (exact price TBC)�Scultura Comp uses a different mould and different carbon fibre construction, with no flax. It also has to make do with a standard 68mm bottom bracket shell. However, it still gets a full-carbon fork with tapered steerer and the same cable routing. Claimed frame weight is 1,200g, and an increased chainstay length of 410mm allows use of tyres up to 25mm wide.

Yuba opens distributor Down Under, adds new hires • U.S. Bicycling Hall of Fame launches Legends Gran Fondo May 6 • A social network for bike shops launched SAUSALITO, CA (BRAIN) Feb 13, 13:06 MT— Cargo bike manufacturer Yuba Bicycles has opened a distributor in Melbourne, Australia, serving Australia and New Zealand, said Benjamin Sarrazin, Yuba’s owner and founder

Got this in the email, looks like fun.

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�

“The LIFT Bike Project, an organization dedicated to donating refurbished bicycles to homeless and low-income residents of Cambridge, Boston, and Somerville, will be holding“refurb nights” Every Wednesday from 7-9 PM, volunteers will gather at Quad Bikes (http://www.quadbikes.org) to help fix up bikes for a giveaway on the Green Streets Initiative’s April Walk/RIde Day, when 100 people will become the proud new owners of a great
set of wheels.

Refurb nights are both fun and a great way to meet a range of people with a passion for community service and biking. While no mechanic experience is required, volunteers should come prepared to learn something new. Whether you’re a refurb night veteran or hearing about this opportunity for the first time, come on down – everyone is welcome.

For those who can’t make it to refurb nights, there are other ways to help. Maybe you have an old bike lying in your basement – LIFT would love for you to donate it.

Please feel free to contact Ben at liftbostonbikeproject@gmail.com with any
questions, visit liftbikeproject.blogspot.com, or check us out on facebook
at http://www.facebook.com/LIFTbikeproject“

The UCI is declaring its year-old frame approval program a success and says it will expand the program into wheels next. The international cycling union says 57 manufacturers have sent 96 frames through the approval process and gained the right to use the “UCI-approved” label on the bikes

WASHINGTON, DC (BRAIN) Feb 9, 15:06 MT— U.S. bike advocacy groups are urging supporters to contact their representatives in Washington before next week’s votes on a major transportation bill they say would gut federal spending for biking and walking projects.