carbon

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.

From the latest product news to details of routes and events, our news round-up is a collection of short snippets of information in one handy article.

Today we bring you the limited edition Liquigas Sidi Ergo 3 shoes, Madison Saracen’s new team manager, the latest Nukeproof recruit, developments from the Cornwall Festival of Sport and much more.

Product and team news

New shoes celebrate eight-year Sidi/Liquigas partnership

Sidi have unveiled a fetching limited edition version of their Ergo 3 Carbon shoes in the distinctive green colours of Team Liquigas Cannondale. The Ergo 3 represents the high watermark of Sidi’s current road cycling shoe range, something reflected in the €363 price tag. They will have their own unique number printed on the inside, come packaged in a team colour shoe bag and will be available from the end of April.

Will Longden appointed Madison Saracen DH team manager

Will Longden, the four-time British mountain bike champion, with titles in 4X, downhill and dual slalom, takes the reins of the Madison Saracen Downhill Race Team from Tim Flooks, who has stood aside due to ill-health. Longden will be kept on his toes in 2012, having to juggle the new job with his role as Downhill Co-ordinator at British Cycling and racing duties for Lapierre-Nema.�

Fogelquist joins Nukeproof

Canadian dirt jump star Jack Fogelquist will ride for Nukeproof in 2012. He has used the firm’s components for a number of seasons but this year will be his first as a full factory rider. As well as riding the Snap 4X Pro and Scalp DH bikes, he’ll be involved in the development of new dirt jump and slopestyle frames, which are both at the prototype stage. Among his targets this season are the forthcoming Sea Otter Classic and Crankworx Colorado.

Cornwall Festival of Sport links up with Chain Reaction Cycles

The Cornwall Festival of Sport, a multi-sport summer event which we revealed details of last week, has secured Chain Reaction Cycles as its retail partner. The partnership will see the online retailer providing mechanical support both within the festival village and out on the road, a massage service for weary competitors and a shop for those looking for products at exclusive festival prices.

Routes, racing & rides

Artists given chance to impress at USA Pro Cycling Challenge

Aspiring and established artists are once again invited to enter a nationwide contest to design posters for each of the 12 host cities of the 2012 USA Pro Cycling Challenge. Winners will be selected for all 12 cities, plus a national poster that’ll be seen around the globe. You can enter from today via the race’s Facebook page and have until 16 March to do so. Fans of the page will select their three favourites for each city, plus the ten best national posters, with a panel of judges announcing the winners on 16 April. They’ll receive a cash prize as well as the priceless opportunity to showcase their work during the second edition of the race, won last year by Levi Leipheimer.�

Biking guide unlocks off-road routes in Keswick

Lakeland bike shop Keswick Bikes have just published a leaflet featuring five “do-in-a-day” off-road track and country lane rides that all begin and start in the Lake District town. Routes include The Skiddaw Loop, Lonscale Fell and the Glenderattera Valley, The Borrowdale Bash, The Old Railway Line & Castlerigg Stone Circle and Swinside Circuit, and features comprehensive directions, route difficulty and refreshment locations. To pick up your copy, email kmb@keswickbikes.co.uk.

The new Silverstone Wing at the legendary British Formula 1 circuit was the venue for this week’s The Bike Place show. For two days this temple to automotive speed was filled with a collection of cycling suppliers showing their wares to the trade and press. Here’s a rundown of the road bikes and kit that caught our eye.

Velocite

First up, Velocite Bikes had their range of four road machines present. We’ve already had a look at the range-topping Helios Aero (£2,390 frame only, from £2,950 complete) and Magnus (£1,960 frame only, from £2,720 complete), and will be testing the latter soon. Next in line comes the Geos.�

All Velocite frames are available on their own or as a full build. With a frame weight of around 1kg, the Geos has carbon dropouts, a BB30 bottom bracket shell and tapered head tube, and is the lightest frame in the Velocite range. Said to offer superb stiffness and efficiency, the Geos is priced at £1,420 for the frame or from £2,400 built.

Velocite intended the Selene to be the best alloy frame in the world, and it’s designed to match or exceed the performance of current carbon frames. Oversized, triple butted and custom manipulated tubes make for a torsionally stiff frame, with slim seatstays to provide some relief. It comes with a lifetime warranty. The frame costs £580, with full builds from £1,690. Velocite bikes are currently available online only while a dealer network is established. Many custom options are available.

Velocite Helios

Orange

Orange are known for their mountain bikes, but harking back to a brief foray into the road market in the 1990s, the Carb-O is a limited edition carbon road bike. A run of only 120 machines means this is a truly exclusive bike. Keeping to component brands with high recognition in the off-road world, the Carb-O comes with Shimano 105, Easton components and Continental tyres.

Orange Carb-O

The frame is designed by Orange and sports touches like a filled in seatstay bridge to mimic the monostay found on the company’s hardtail mountain bike, and who else does graphics like those? Sizes are 52, 54, 56 and 58cm, and it’s available from�Orange dealers now for £1,899.99. Possible future developments could include an urban road or cyclo-cross bike if there’s sufficient interest.�

Isaac

Isaac�now have a UK distributor, which is good news for British lovers of their carbon monocoque particle-named offerings. We’ll soon be testing the entry-level, 105 equipped Kaon (£1,880), which along with its big brother, the Ultegra-shod Boson (£2,580), is only available as a complete bike. The Meson and Proton are being offered as complete bikes and framesets, and are available in electronic shifting versions. The Meson with Ultegra Di2 seems good value at £4,480 and around 7.8kg fully built.

Isaac Proton FW

Sold as a frame only, the Proton FW is Isaac’s flagship chassis at £3,280, and is matched in price by the Muon time trial frame, with cutting-edge aerodynamic shaping making for a very striking bike. The Proton and Muon both come with a BB86 bottom bracket shell, the Meson BB30, and the Kaon and Boson are both BSA fit. Isaac have a cyclo-cross frame in development, so we look forward to seeing that, hopefully by autumn.�

Chris King

Chris King R45 Campagnolo road hub

Chris King’s much vaunted R45 road hub is now finally available with a Campagnolo freehub. A newly engineered axle and internals have been created to allow for the deeper splines of the Campagnolo design, so now any road rider can enjoy the sublime quality of these hubs. Evolution Imports are offering to hand build the R45 hubs into several rim styles from HED, Reynolds and DT Swiss, including the Ardennes, Stinger 6 or 7, Attack, 32 or RR415. Evolution use Sapim CX-Ray or DT Comp spokes to make wheels fit for a King.�

KASK

KASK were showing off their new Mojito helmet, as seen on the head of world champion Mark Cavendish and his Sky teammates this season. Weighing in at a claimed 220g with 26 air intakes and a multi adjustable retention system at the base of the skull, the Mojito brings some Italian style with six bold colour options. KASK’s leathery-feel chinstrap is a quirky touch, and one we’d like to test. At £100, you too can wear the same helmet as the pros without breaking the bank.

Kask Mojito

Also on show were the Crono, a £170 conventionally shaped carbon time trial helmet with removable visor, and confusingly, the TT. As worn by Bradley Wiggins and Alex Dowsett during time trials, and with Wiggins’s actual helmet on display, the TT is a more rounded and shortened helmet, with a teardrop shape, which will be sold in white or black. Prices to follow.�

FSA uprated their SL-K carbon fibre components a couple of years ago and the result is one of the best budget carbon seatposts available. The SL-K is relatively light, cheap, easy to adjust and totally reliable.

In the two years that we’ve been running it, across several bikes, we haven’t had any issues. Most importantly for us, it’s comfortable. Not all carbon seatposts can claim a tick in each of those boxes and even fewer alloy ones can. To get them all, at what’s a knockout price for the spec, is awesome value.

FSA run one of the most stringent test programs in the bike industry to ensure that their carbon is up to the mark. Our own extensive ‘in-field’ testing of SL-K and its big brother K-Force back this up, and we simply don’t have any reliability issues to report; really, it’s that good.

The SL-K can be had with inline or 25mm set back heads so you can tailor it to maximise your bike fit. Flies in the ointment are few, though we would like more corrosion resistant hardware to stop the post from going rusty.

This article was originally published in What Mountain Bike magazine.

PRO are the hardware wing of Shimano, so there’s no shortage of manufacturing tech going into their products. A glance at the XCR reveals its cross-country orientation – it’s flat, light and, at 580mm (23in), race-narrow.�

The company offer a wider (but still light) handlebar, the 660mm (26in) XCR Carbon OS Riser, that may be more appropriate for many riders. Both models share the same top-notch carbon fibre construction. Of particular note are the reinforced ends to resist crash damage and – particularly on the flat bar – support bar ends.

The textured coating on the bulge reduces reliance on friction paste to stop the bar slipping in the stem. The rest of it is shiny smooth, so a dab of paste on the lever clamps is a good idea to help them grip without risk of over-tightening. A centreline and angle markings on the bulge ensure repeatable setup.

Despite its somewhat uncompromising shape, that ultra-light carbon construction delivers a useful bit of vibration damping that would be even more pronounced on a much wider bar.

This article was originally published in What Mountain Bike magazine.

PRO are the hardware wing of Shimano, so there’s no shortage of manufacturing tech going into their products. A glance at the XCR reveals its cross-country orientation – it’s flat, light and, at 580mm (23in), race-narrow.�

The company offer a wider (but still light) handlebar, the 660mm (26in) XCR Carbon OS Riser, that may be more appropriate for many riders. Both models share the same top-notch carbon fibre construction. Of particular note are the reinforced ends to resist crash damage and – particularly on the flat bar – support bar ends.

The textured coating on the bulge reduces reliance on friction paste to stop the bar slipping in the stem. The rest of it is shiny smooth, so a dab of paste on the lever clamps is a good idea to help them grip without risk of over-tightening. A centreline and angle markings on the bulge ensure repeatable setup.

Despite its somewhat uncompromising shape, that ultra-light carbon construction delivers a useful bit of vibration damping that would be even more pronounced on a much wider bar.

This article was originally published in What Mountain Bike magazine.

PRO are the hardware wing of Shimano, so there’s no shortage of manufacturing tech going into their products. A glance at the XCR reveals its cross-country orientation – it’s flat, light and, at 580mm (23in), race-narrow.�

The company offer a wider (but still light) handlebar, the 660mm (26in) XCR Carbon OS Riser, that may be more appropriate for many riders. Both models share the same top-notch carbon fibre construction. Of particular note are the reinforced ends to resist crash damage and – particularly on the flat bar – support bar ends.

The textured coating on the bulge reduces reliance on friction paste to stop the bar slipping in the stem. The rest of it is shiny smooth, so a dab of paste on the lever clamps is a good idea to help them grip without risk of over-tightening. A centreline and angle markings on the bulge ensure repeatable setup.

Despite its somewhat uncompromising shape, that ultra-light carbon construction delivers a useful bit of vibration damping that would be even more pronounced on a much wider bar.

This article was originally published in What Mountain Bike magazine.

KETCHUM, ID (BRAIN) Jan 20, 14:01 MT — Scott Bicycles has increased dealer prices and MSRPs on most of its bicycles, the company announced this week. The price increase is due to material and shipping cost increases. By raising the MSRP, dealer margins are preserved, Scott spokesman Adrian Montgomery said