design

Scott have always marketed their marathon-race-inspired Spark range as pure race bikes with a small dose of trailworthiness thrown in. Every time we’ve encountered a Spark, though, we’ve been impressed by the platform’s all-round versatility and fun, accessible ride character.�

With 110mm of travel at the rear and 120mm up front, the sub-£2,000 Spark 50 is a good bet for marathons, racing or just mucking about.�Efficient on the climbs and a whole heap of fun on the descents, it’s a consummate trail pounder. With a better shock it’d be even more compelling but it’s worth considering as is.

Ride & handling: Ultra-efficient speed machine that won’t hinder your fun on the descents

The Spark’s handlebar has an 18mm rise, which is lower than the trail-riding-inspired norm, and a pronounced backsweep. Combined with the 75mm stem, which is unusually stubby for a race bike, this pushes the rider’s back away from the front axle. The result, in handling terms, is an interesting mix of race efficiency and trail fun.�

On climbs, sprints and in any situation where power uber alles is the priority, the low front end does its job by maximising the rider’s output. When it’s time to cash in all those gravity credits, the swept-back bar position pulls enough weight off the front wheel to make hoiking the Scott from line to line a pleasure rather than a chore. And 120mm of travel up front means this race whippet will hop, skip and jump down the trail with the best of them.

The only fly in the ointment is the rear shock. DT Swiss’s shocks are better than they used to be but this is still no Fox Float. While we’re moaning, it’d be nice to have an intermediate position on the bar-mounted remote, adding a bit of compression damping to both fork and shock – but that’s probably asking too much at this price.

Frame & equipment: Long, low ride position won’t suit everyone – and rear shock could be better

A neat linkage pivoting from the Spark 50’s top tube connects the top of the stays to the DT Swiss shock at the rear, while a cable runs from the front of the shock to a bar-mounted lockout lever. Cunningly, this single lever also connects to the RockShox Reba fork’s lockout switch, making it possible to lock out the entire suspension system with a single push. This beats fumbling around between your knees any day of the week.

A small shock mount ‘chip’ situated in the front of the rocker arm can be flipped over to tweak the Spark 50’s geometry, raising the bottom bracket by 7mm and steepening the head angle by 0.5 degrees. Scott point out that the Spark is the only cross-country bike on the market with this feature, which could be useful if you ride a lot of technical trails.

Just because it’s primarily designed as a racing snake, that doesn’t mean Scott’s designers have lumbered the Spark with a whippy, flexy front end. Short though it may be, the head tube is tapered to improve torsional rigidity and steering precision. The larger lower bearing race is likely to mean better bearing life, too.

This bike also boasts one of the neatest rear disc mounts we’ve seen, with the post mounts integrated into the design of the chainstay. This tucks the brake calliper out the way and, point out Scott, also reduces weight and the stress imposed by braking on the rear pivot. It’s so tidy, we wonder why more manufacturers don’t go down this route.

Full-length cables run externally, while a rubber chainstay protector helps keep the noise from chain clatter to a reasonable minimum. Shimano’s ever-reliable Deore and Deore XT components make up the bulk of the transmission, and Avid’s Elixir 3 hydraulic discs do the slowing down bit. Unusually for a race bike, the stem on our medium test bike is a stubby 75mm – and it’s mated to a handlebar with a pronounced backsweep.

This article was originally published in What Mountain Bike magazine.

By Nicole Formosa TORRANCE, CA—Similar to many small startups, Niner Bikes co-founder Chris Sugai squeezed everything he had to get his new company off the ground in 2005. Through personal capital, investments from friends and family, and two minority investors he concocted a recipe that carried him through the initial growth phases. But as the 29er movement caught on and sales took off, it became clear he would need more cash to mature

The SDG I-Beam system isn’t new, but you’ll be seeing a bit more of it in 2012 as several other manufacturers have licensed the design. The seatpost uses a tough single pivoting head and a pair of pinching clamps all working off a single 5mm bolt.�

You have to use it with an I-Beam saddle; various models are available, all of which have a single central rail with serrations on the underside. Loosening the seatpost bolt allows you to adjust the tilt of the saddle and slide it fore or aft.

While it doesn’t look like much, it’s actually pretty bombproof – the fact that many downhillers run the system is testament to that. The 350mm-long post can be had in carbon fibre or alloy and with inline or 20mm set back clamps. We chose the alloy inline version which doesn’t weigh much more but costs a lot less.

Conventional saddle design often uses flex in the rails to add a little comfort; there’s none of that with the I-Beam system, which results in quite a ‘direct’ feel. The post does flex slightly though, if you’ve got enough exposed shaft, which takes the edge off bumps.�This feeling is amplified a little more (adding to the comfort) in the more expensive (and lighter) carbon version.�

This article was originally published in What Mountain Bike magazine.

From Dotbike

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Brookline Transportation Board Meeting – Thursday Jan. 26th 7 – 9 p.m. Room 111 Brookline Town Hall, 333 Washington St. Brookline
There are several bike related agenda items including:
Discussion and Action on proposed contraflow bicycle lane on Green St. From Dwight to Harvard.
Discussion and Action on proposed contraflow bicycle lane on Park St. From Marion to Beacon.
Discussion and Action on proposed contraflow bicycle lane on Dudley St. From Lee to Walnut.
Discussion and Action on proposed bicycle lane and shared lane markings on Washington St. From Cypress to the town line.

If you ride in Brookline and especially on any of these streets then think about attending.

Mass DOT Public Meeting on Fore River Bridge Replacement Project – Thursday Feb. 9th 7 – 9 p.m. Abigail Adams Middle School Auditorium 89 Middle St, East Weymouth, MA
A Design Public Hearing will be held by MassDOT to discuss the proposed Fore River Bridge Replacement Project in Weymouth and Quincy, MA
The current plan calls for two travel lanes with bikes relegated to the shoulder “a bicycle accommodating shoulder” and sidewalks for pedestrians.
If you have ridden over this bridge you know that any upgrade will be welcome but please attend to advocate for better bicycle accommodations such as a dedicated cycle track or shared separated pedestrian/bicycle path across the bridge.
More info on the project can be found here http://www.massdotprojectsforeriverbridge.info/projdescript.html

SAN FRANCISCO (BRAIN) Jan 24 —White Road Investments has gained a minority interest in Public Bikes, marking the second industry deal for Clif Bar founder Gary Erickson’s small venture capital fund. Gregg Bagni, White Road’s director, said White Road had been watching the design-inspired San Francisco urban bike brand for about 18 months as it developed its consumer direct model, before purchasing a non-controlling interest late last year.

It’s official, Magura, in collaboration with Cervélo, have developed a fully hydraulic rim brake system called RT8 TT that promises to be a game changer in the time trial and triathlon world. Cervélo will incorporate it into the triathlon-specific version of their new P5, and has 1 year of exclusive spec of the new brake.

The RT8 TT may be on the cutting edge of technology, but fundamentally the caliper is a curious juxtaposition of two decades-old road brake designs: Magura’s own HS77 and Campagnolo’s cherished Delta. Like the HS77, the RT8 neatly tucks a hydraulic master cylinder into the lever body while the slave cylinder pushes apart a pair of aluminum arms that, in turn, press standard pads against a conventional rim.

Magura have, however, flipped the slave cylinder 90-degrees relative to the HS77, which results in an overall layout and look that’s more like the Delta. This essentially makes the RT8 TT more of a hydraulically actuated mechanical caliper than a purely hydraulic one like mountain bike disc brakes, which have no moving parts per se and instead rely on piston seal ‘rollback’ to pull the pads away from the rotor.

The RT8 TT’s shape is highly reminiscent of Campagnolo’s old Delta design

A side benefit to the mechanical-hydraulic design is a properly functional quick-release, which will speed wheel changes. Flipping a switch opens the lever blades further, which then retracts the slave cylinder and allows the arms to spring out away from the rim — easy as pie, at least on paper. The symmetrical caliper shape should also be good for aerodynamic performance.

While Cervélo has fully hidden the RT8 TT caliper inside streamlined shrouds front and rear, the brakes will mount to most frames with standard caliper fittings. The sleek caliper arms themselves boast a slippery cross-section when mounted upright like on a fork crown but we expect the triangular profile to work well beneath a bottom bracket, too. In addition, the symmetrical and center-oriented caliper keeps everything inline with the frame and even the lever blades are cut out for minimal frontal area.

Like Magura’s other hydraulic brakes, the RT8 TT will use mineral oil instead of DOT fluid. Tech pundits will quickly point out that the former has a lower boiling point than DOT, but it also won’t absorb atmospheric moisture and it’s also non-corrosive. Time trial and triathlon bikes’ generally lesser demands in terms of extended braking should make heat capacity a non-issue, anyway. To calm durability critics, Magura is taking a proactive stance with a five-year warranty against leaking.

Not surprisingly, the RT8 TT is impressively light with a claimed total system weight of just 495g —comparable to a Shimano Dura-Ace mechanical setup when factoring in cables and housing.

A simple flick of a switch opens up the brakes for fast wheel changes

Pricing for the complete Magura RT8 TT brake system is set at €599, but Magura also plans to release a less expensive RT6 TT — likely with aluminum instead of carbon fiber lever blades — along with an RT6 mechanical-to-hydraulic converter for road riders that want to retain their current brake-shift levers. Cervélo has a one-year exclusive on the RT8 TT for its own P5, but we expect other brands will quickly follow suit once that deal has expired.

Why the RT8 TT is a big deal

While it’s true that road bike brakes have gotten highly advanced in recent years and work quite well, time trial and triathlon bikes are often a different story what with their convoluted cable routing and occasionally proprietary brake caliper designs that sometimes sacrifice functionality for aerodynamics. In this sense, Magura’s RT8 TT hydraulic brakes could be a genuine game changer.

Hydraulic lines are lighter and generate less friction than conventional steel cables and housing, and they’re also far more tolerant of tight bends. Therefore, a hydraulic brake — and a frame designed around them — can offer a lighter lever feel while producing more clamping force and greater sensitivity, along with all-weather durability that’s fully sealed and won’t degrade after a rainy time trial or a few rounds with a power washer.

The Magura RT8 TT hydraulic rim brake will mount to standard holes, meaning it will also work with other time trial and triathlon frames

There’s even the possibility of faster initial setup, even when accounting for trimming lines and re-bleeding. Unlike cables and housing that need a take as smooth a path a possible from end to end for optimal functionality, it almost doesn’t matter at all with a hydraulic line — just connect the ends together however which way is convenient and the performance should be hardly affected.

Where we go from here

According to Magura, the RT8 TT system has received UCI approval and will be debuted by the Garmin-Barracuda team at this year’s Tour de France. Will this be the beginning of a major trend? Barring some sort of reliability catastrophe, perhaps. But it remains to be seen how well the system will be received by other frame manufacturers and in fairness, some frame manufacturers have already figured out how to make proprietary cable actuated aero brakes work reasonably well.

Time trial and triathlon frames often incorporate convoluted routing for the rear brake. Magura’s RT8 TT hydraulic system should be much more tolerant of tight bends than conventional cables and housing

Magura will still have to contend with how to integrate some sort of shifter into the design, too. Currently, the RT8 TT has no shifter provisions whatsoever, meaning Garmin-Barracuda riders will be trading the multiple shift positions of a full Di2 setup for hydraulic power and control and interested road riders will have to resort to Magura’s pending RT6 converter, which we expect will be heavier, bulkier, and not nearly as elegant as a fully integrated setup.

Regardless, Magura’s new RT8 TT represents a significant step forward in road brake technology, but where it goes from here remains to be seen.

BOULDER, CO (BRAIN)—Selling Cycling, a training partnership between Ray Keener’s company Growth Cycle and the National Bicycle Dealers Association, is all-new and all ready to go for 2012. A survey of NBDA members back in August 2011 revealed a desire for owner/manager training, as well as a couple new staff training topics. So Keener’s production team, in conjunction with an NBDA Advisory committee, cooked up eight new training modules, six for owners and managers, two for staff

We’ve already covered the rumors about SRAM’s pending hydraulic road disc brake setup over the past few weeks but one long-time hydraulic brake company may have been taking advantage of the diversion for its own road development. Magura recently released a teaser video on its Facebook page that admittedly reveals very little in terms of actual detail, but if you let your imagination run even just a little, there’s enormous potential for not just a new brakeset but a whole new group.

Magura’s press release is intentionally enigmatic, but also suggestive:

“In January 2012, the hydraulics expert Magura will present a product that will revolutionize cycling. For one and a half years, pioneering engineers have been hard at work on an innovative hydraulic braking system. And Magura has succeeded in keeping the entire project completely under wraps. Magura has also brought a cooperation partner on board to complement its own expertise. Who this is though, is also a secret.”

Given the current state of technology, it makes no sense for Magura to release a road brakeset without some sort of integrated shifting system. Shimano is historically averse to openly cooperating on projects that aren’t entirely housed within its walls – particularly with a direct competitor – but the release clearly states that Magura hasn’t developed its own transmission.

Magura’s teaser video clearly points to a road-oriented product. A standalone set of brakes doesn’t make sense but a fully hydraulic, complete road group does

Magura USA spokesperson Jeff Enlow declined to comment when asked by BikeRadar but our guess is that Magura is collaborating with German compatriot Acros on a fully hydraulic road group based on the latter’s A-GE hydraulic mountain bike transmission.

The pieces certainly make sense. Magura has a deep knowledge base for hydraulic systems, they’re currently a virtual non-player in the road market, and Acros already owns the design for a hydraulic shifter and derailleur setup that could easily be adapted to the road. Add in the fact that Acros doesn’t currently offer a brakeset of its own at all and you have the recipe for a perfect marriage.

Acros’ A-GE hydraulic rear derailleur could easily be adapted both in terms of function and aesthetic to work with a road setup

We’re struggling to discern what the single red component is in Magura’s teaser video but that’s no matter at this point. What’s far more intriguing is what we think the entire package will be. Tech-oriented roadies who haven’t warmed to the idea of having motors and batteries on their bikes will likely be less averse to the idea of a hydraulic setup, which could potentially be lighter, offer legitimate lever feedback, and won’t require recharging.

Moreover, given a good design it could be just as maintenance-free as an electronic drivetrain, too.

TRP to offer its own Di2-compatible hydraulic road levers?

Also coming through the grapevine is word that TRP has its own hydraulic road disc brake setup in development. Just as in the Magura case, though, it makes little sense for TRP to release something without some sort of integrated shifting package – lest consumers decide that we should all revert to bar-end or down tube shifters.

TRP is already well versed in road brake levers and hydraulics. Fitting the latter into the former shouldn’t present that much of a challenge, and adding its own set of Di2-compatible shift buttons would make the setup compatible with Shimano’s current crop of electronic derailleurs

According to BikeRadar’s sources, TRP’s solution is its own set of integrated Di2-compatible shift buttons but the company isn’t openly collaborating with Shimano. Nevertheless, we expect TRP’s setup — assuming it successfully navigates the patent minefield and makes it to market — to plug directly into Shimano’s own wiring harness to control current Dura-Ace Di2 or Ultegra Di2 derailleurs. “In terms of how Shimano collaborates with companies, there’s no official company policy or party line per se,” Shimano USA road PR representative Eric Doyne told us. “I think it would be more common to see Shimano collaborate with a company that is not a direct competitor in an arena like bicycle components as was done through an innovative relationship with Fox Racing Shox for thru-axle technology that ended up creating an important new industry standard with 15QR.”

TRP USA’s Lance Larrabee wouldn’t directly disclose any knowledge regarding a possible integrated shifting setup but he did confirm that the company was currently testing a hydraulic road disc brake system. “We’re trying,” he told BikeRadar. “We’ve got some test samples and we’re exploring our viability to sell a product around the Shimano patents right now. We do have a system in the works. We will have a full hydraulic road lever with the reservoir in the lever and it should be compatible with some type of currently available shifting system as an option.”

Shimano, SRAM, and Campagnolo may have generated the most buzz lately in the road tech world but from the looks of things, the field is about to get a little more crowded – and everyone is stepping up their game.

TRP’s current solution for hydraulic road disc brakes is the Parabox – an add-on mechanical-to-hydraulic converter that allows the use of existing levers with hydraulic disc brakes. TRP’s rumored release would be a far more elegant solution, though, and it should work better and be lighter, too

Over the past few years, Mondraker’s distinctive mountain bikes have been cropping up all over the place. Whether it’s the local trail centre, a World Cup podium or the rugged slopes of Utah for the Red Bull Rampage, the Spanish brand’s innovative machines are hard to miss.

It was in 2009 when Fabien Barel smoked the competition at the World Cup round in Maribor, Slovenia that people really started to take note of this forward thinking company and their new prototype downhill bike, the Summum. Mondraker have been around since 2001 but the tipping point came in 2006 when brand manager Miguel Pina began speaking with engineer and World Cup downhill racer Cesar Rojo.

Cesar’s product knowledge, riding background and engineering expertise helped the company develop their Zero Suspension System, which they first brought to public attention at Eurobike in 2008 on the Dune all-mountain bike. Mondraker bikes are now on sale in 23 countries and the company are looking to break into both the Russian and Australian markets.

Mondraker are offering an expanded range for 2012, with the new Podium Carbon hardtail, Tracker trail bike and Lithium marathon racer joining established names like the Summum, Dune, Foxy and Factor.

Mountain Biking UK’s Rob Weaver was invited to Alicante, Spain by UK distributors Silverfish to test ride some of the new bikes with former downhill world champion Fabien Barel. Rob also got the lowdown on a major new development for 2013 – watch out for full details on BikeRadar soon. For now, check out the new bikes below…

Podium Carbon

The Podium Carbon line-up is new for 2012. We took a prototype version of the mid-level Pro model out for a spin to see how this unique-looking carbon fibre cross-country race whippet handles.

It’s hard to miss the Tron-esque lines provided by the Podium’s Stealth Side Carbon construction. Eyecatching is somewhat of an understatement here. Within these unusual contours lies the Integrated Stem Technology (IST) that blends top tube and stem into one clean line. Work your way along the top tube and those racing lines become more apparent as the top tube flows seamlessly into the seatstays and down into the rear dropouts. There’s ample tyre clearance, too.

When it comes to spec, at £2,799 the Podium Carbon Pro comes with some kit ready to, well, hit the podium, or at least be in with a fighting chance of doing so. The 100mm (3.9in) of front suspension travel is taken care of by a Fox Float 32 RL fork, which features the company’s ever-impressive FIT damper and tapered steerer. There’s a remote lockout too, as befits a bike of this ilk.

Other product highlights include powerful Formula RX brakes with 160mm front and 140mm rear rotors, an Easton EA70 XCT tubeless wheelset, and a mix of SRAM X7 and X9 taking care of shifting duties.

We spent a good few hours riding the prototype version seen here and were impressed straight from the off. Size wise, the medium sample we tried fitted us perfectly; enough stretch for getting the power down on the climbs but not too so long that manoeuvrability or shifting weight around on the descents was ever an issue.

The frame is certainly stiff and offers an efficient transfer of power when you start pushing the pedals hard. Couple this with the claimed weight of 9.8kg (21.6lb) and it’s easy to see why this bike likes to rocket along. When descending, the Podium Carbon Pro feels very capable, thanks in part to the controlled fork and decent geometry, along with that bit of engineered carbon ‘give’ out back that ensures you won’t rattle your fillings loose.

Looking down as you ride and catching a glimpse of the integrated stem makes you do a double take, that’s for sure! But we like the design and enjoyed riding the bike. Look out for a full review in What Mountain Bike magazine very soon.

Tracker

The sub-£1,500 trail bike market is becoming fiercely competitive, with many 2012 bikes appearing to offer a great mix of quality componentry, dialled handling and sorted suspension. Mondraker are joining the fray with the release of a new, more affordable range of bikes based on their £2,200-£3,300 Factor platform.

The three Tracker models use the same proven Zero Suspension design as the Factor to deliver 120mm (4.7in) of rear wheel travel, but they’re constructed using Mondraker’s more basic Square Alloy Technology (SAT) pipes rather than their distinctive angular Stealth tubing. There’s no tapered head tube, just a straight-up 1-1/8in arrangement, and the bits that are bolted on are a little less pricey, too.

We took some time to get to know the middle-model Tracker R, where RockShox take care of suspension duties with a Recon Gold TK coil fork up front and Ario RL shock out back. All the Trackers have quick-release rather than through-axle forks, just as the more expensive Factors do.

Other notable mentions include Avid Elixir brakes and a big dollop of Onoff components in the shape of wheels, bar, stem and seatpost. Who are Onoff? Well, they’re owned by the same company as Mondraker which means they can also utilise Cesar Rojo’s design expertise. Keep an eye out as they’re looking to expand the range over the coming years.

Out on the trail the Tracker R feels plenty capable considering its £1,499 pricetag. Weight wise it comes in at a claimed 13.7kg (30.2lb). This means it’s more than happy to churn out the miles or be railed down the trail, pinging from berm to berm at speed thanks to well thought out geometry.

The Tracker is available with a variety of stem lengths ranging from 70-100mm so you can opt for something a little shorter and more playful, or longer and more racey. Keep an eye out for a full review in Mountain Biking UK soon.

Lithium

The Lithium range is Mondraker’s first venture into the world of 100mm-travel (3.9in) full-suspension bikes and is aimed at those looking to compete in marathon style events and more technical cross-country races where a hardtail just won’t cut it. Mondraker have used their new Stealth 2.0 tubing to produce a frame that they proudly claim weighs 1,980kg without the shock.

Sleek lines, subtle curves and a compact link set it apart from the pack. Falling in line with the rest of Mondraker’s full-suspension bikes, the Lithium uses their Zero Suspension System, with a RockShox Monarch RT3 shock out back and a SID RL fork which features a remote lockout and a tapered steerer to help bolster front end stiffness.

The high-end Lithium RR model seen here weighs in at a claimed 11.1kg (24.5lb) which puts it in good stead for its intended use. Watch out for a review in Mountain Biking UK soon.

Scott’s Genius LT, released in 2010, helped redefine the all-mountain category, closing the gap between big, heavy freeride trail bashers and hill-climbing mile-munchers. We felt the alloy version was a little heavy but the slick carbon fibre flagship really impressed our testers.

Well, the Genius LT is back for 2012 and it’s one of just two bikes on the market (the other being the Trek Slash) to sport RockShox’s new Reverb Stealth dropper seatpost. With this design there’s no trailing hose or cable that requires creative use of zip-ties; instead, the hydraulic line exits the bottom of the post inside the frame and pops out in front of the bottom bracket, from where it’s routed up the down tube to the handlebar remote.

The handlebar is a busy area, because as well as the seatpost line, gear cables and brakes hoses, there’s also a cable for Scott’s Twin Loc lever. One click switches the proprietary Equalizer3 rear shock, developed with DT Swiss, from its full 185mm travel setting to a 110mm traction mode. A second click locks out both the shock and the Fox 36 TALAS FIT fork up front. Now that’s impressive.

The spec of the top-end LT 10 is completed with a SRAM X0 groupset, Avid 9RS brakes and DT Swiss AM 10 wheels. Clearly this level of performance doesn’t come cheap – RRP is £5,699. Look out for a review in What Mountain Bike magazine in the new year.

The Coastal Crew ride the Scott Genius LT: