german

Abus highlights price-point locks, shows urban helmet

LAS VEGAS (BRAIN) — Retailers might be drawn to the Abus booth at Interbike this week by its new bright green Hyban urban helmet. With an integrated light in the back, multiple vents and optional rain cover, it’s one of 14 helmets the German lock maker is working to bring to the U.S

Eurobike 2014 – High-end German exotica

The German bike industry has always been a star of the Eurobike show and this year’s event only further reinforced that trend. Carbon fibre once again is the primary material of choice for ultralight principals such as AX-Lightness, THM-Carbones and Carbonice, but companies such as Tune, German A, Trickstuff and Acros continue to demonstrate that aluminium still has its place.

Here’s some more details on a few highlights but be sure to browse through the image gallery for even more lustworthy bits and pieces such to whet your tech weenie appetite – and your wallet.

Staggeringly light road disc wheels from AX-Lightness

AX-Lightness showed off a range of astoundingly light road disc wheels, all built with carbon fibre clincher or tubular rims built in the company’s German headquarters.

Think road bike disc wheels have to be heavy? the ax-lightness u 28c d carbon clinchers supposedly come in at just 1,110g for the pair:

Road disc brake clinchers weighing just 1,110g per pair? Yes, please

Headlining the range are the P 24T ED tubulars, built around Extralite CyberFront and CyberRear six-bolt disc hubs and straight-pull, ultra-thin stainless steel spokes for a claimed weight of just 880g. Clinchers weigh as little as 1,110g per set.

AX-Lightness doesn’t seem to have skimped on the rim features, either. Both the tubulars and clinchers are available in 24mm and 38mm depths, while the clinchers are built with a tubeless-ready profile and have a generously sized 18mm internal width.

AX-Lightness equips its u 28c d carbon clinchers with a tubeless-ready profile:

AX-Lightness’s carbon clincher road rims are generously sized with an 18mm internal width. They’re also tubeless-compatible

AX-Lightness also continues its incredible Vial Evo carbon fibre road frame with claimed weights between 660g and 720g depending on size (although the one on display was only 650g). Efficiency of material is the name of the game here, with mostly round or modified oval cross-sections, relatively large tube diameters, and smooth transitions throughout.

Like the rims, AX-Lightness builds the Vial Evo in its German factory and the raw finish leaves nothing to hide. That said, the frame design may be form-follows-function but it’s awfully nice to look at nonetheless.

The ax-lightness vial evo carbon fiber road frame has a claimed weight of just 660-720g but this one is only 650g - and that's with a seatpost collar and rear derailleur hanger:

650g of carbon fibre goodness

THM-Carbones’ new Clavicula SE cranks break the 300g barrier

How light can carbon cranks get, we wonder? THM-Carbones has updated its long-running Clavicula and created the Clavicula SE, built with moulded carbon fibre arms and a carbon fibre spindle that supposedly weigh just 287g.

The claimed weight for a complete setup with bottom bracket and 53/39-tooth Praxis Works chainrings is an unbelievable 509g. That’s roughly 200g lighter than comparably configured top-end offerings from the big three and an even more incredible figure when you look at it in terms of percentage.

THM-Carbones' ultra-exclusive clavicula se carbon fiber crankset supposedly weighs just 287g for the arms and spindle. total weight including chainrings and a threaded bottom bracket is a staggering 509g - but retail cost is a similarly incredible ?1,270:

THM-Carbones’ new Clavicula SE cranks are unbelievably lightweight – and pretty

As compared to the original Clavicula – which will continue to be sold as the Clavicula Classic – the new SE boasts a more skeletal five-arm spider and a driveside arm that’s now hollow where it’s joined with the axle.

THM-Carbones has also built in a wide range of compatibility, too, with options to fit threaded, PF86, PF30, BB30, BBright, and BB386EVO bottom bracket shells.

Carbonice shaves off the grams

Looking to cut a few grams and got some money burning a hole in your wallet? Carbonice first established itself in 2008 with a carbon fibre braze-on front derailleur adapter that weighed a claimed 4.5g, but the company now has a fairly wide range of bits catering to hardcore weight weenies.

Carbonice was first founded with these 4.5g carbon fiber front derailleur braze-on clamps. other items quickly followed:

Try not to think too much about what these things cost

Examples include a 750mm-wide riser bar at just 124g, 10g Matchmaker X clamp setups for SRAM/Avid brakes and trigger shifters, a 5g seatpost collar and a 3g chain catcher.

As you’d guess, the prices aren’t exactly cheap. The handlebar will set you back €200, the clamps are €60, the seatpost collar is €73, and the chain catcher is €20. And that braze-on derailleur adapter? That’ll set you back a cool €50.

This carbon fiber seatpost collar from carbonice supposedly weighs just 6.6g - and costs ?35:

Naturally, you have to pay more to get less

Tune gets fat

Tune is perhaps best known for its hubs and this year the company has decided to concentrate on fat bikes – already a well established market in the US but a segment that’s apparently seeing steady growth in Europe.

The Fat Kong rear hub comes in as low as 240g – the same as many high-end conventional mountain bike hubs. Tune will offer it in both 170mm and 190mm widths for quick-release dropouts along with the corresponding 177mm and 197mm thru-axle variants.

Tune focused its attention this year on the fat bike market, launching new hubs as well as associated quick-release skewers and thru-axles. note the claimed weights, too - yowza:

Tune is banking on the continued growth of the fat bike market

The matching Fat King front hub weighs as little as 139g and will be available in 135, 142, and 150mm spacing.

Naturally, Tune saw fit to do a complete fat bike build to showcase the other items in its stable. Centered around a 9:Zero:7 Carbon Whiteout, the showpiece came in at just 9.1kg (20.06lb) without pedals.

Tune built up this 9:zero:7 carbon whiteout frame with a smattering of its own parts, and as expected, the result was exceptionally light:

9.1kg, all in

Lightweight’s surprise e-bike concept

Lightweight had its usual collection of silly-light carbon fibre road wheels (in both disc and rim brake varieties) at Eurobike along with its recently introduced Urgestalt road frame.

What came as a complete surprise to us, however, was the e-bike concept on display in its booth – a project commissioned by the German Federal Ministry of Education and Research.

Longstanding champion of ultra-feathery wheels lightweight shifted gears for eurobike, instead showcasing this intriguing e-bike project:

Not many expected to see a concept e-bike in the Lightweight booth at Eurobike

Built around a carbon fibre frame and fork (naturally), the bike features a highly integrated design with the drive system, battery, lights and controls all forming a rather cohesive-looking shape. Hidden inside the chassis is a new type of drive system that uses a string of magnets situated around the rim, which are then accelerated as they pass through the frame.

Keep in mind that the bike is still in concept form but the designers claim a healthy 500-watt boost on top of the rider’s pedaling efforts plus a sub-15kg (33lb) target weight.

Lightweight's e-bike concept skips over traditional motors in favor of a novel drive system. magnets line the entire rim of the rear wheel, which are accelerated as they pass through the frame:

The rear wheel is driven via the magnets that are situated around the perimeter of the rim

Who knows if it’ll ever see the light of day but we’ll certainly never discourage anyone from aiming just a little bit higher.

Want more? Click through the gallery above to get your carbon fibre fix








Canyon Nerve AL 6.0 review

German brand Canyon has arguably done a better job than anyone else at combining superb quality bikes with unbelievable pricing for those who don’t mind getting their bike in a box rather than the local shop.

Nothing shows that more clearly than this, the firm’s most affordable full suspension bike.

Frame and equipment: outrageous value for money

The Nerve AL frameset is a previous What Mountain Bike Trail Bike of the Year and multiple bike test winner, and it’s easy to see why. The heavily shaped tubeset is light enough to build into an 11kg race weapon. Even though the AL 6.0 gets QR hubs and axles front and rear rather than the 15mm front and 142×12mm rear of the AL 7.0, the tapered head tube and shaped tubing still give reasonably tight tracking. Double rear brake clips can be used for a dropper seatpost cable/hose while internal routing keeps the gear cables tucked out of sight.

What’s blindingly obvious is the outrageous value for money you’re getting delivered in Canyon’s signature robust, reusable cardboard crate. Simply put, if this bike cost almost double we wouldn’t be grumbling with the XT highlighted Shimano transmission and RockShox Reba fork.

The nerve 6.0's evo spec fox shock isn't perfect, but knocks spots off what most of the price-bracket competition come with:

The Nerve 6.0’s Evo spec Fox shock isn’t perfect, but knocks spots off what most of the price-bracket competition come with

The Evo spec Fox shock is occasionally notchy rather than predictably plush, but the 120mm of travel is still far better controlled than most discount dampers you’ll find on the Canyon’s price competitors though. You also get a three position CTD damping lever for Climbing lockout, efficient Trail feel or soft and squishy Descend settings.

Canyon has always been impressively on trend and the Nerve’s been brought bang up to date with 650b wheels without affecting its trademark efficiency. Canyon has even managed to spec full PaceStar triple compound Evolution series tyres, and these impressively quick yet trustworthy German all-rounders are a great match to the bike.

Ride and handling: fast, light and responsive

In fact Canyon has done such a good job keeping the Nerve AL’s signature speed and responsiveness that at first we didn’t even realise they had made the change to 650b. It leapt out of corners and scrabbled up climbs more like a 26in bike than a 650b.

The handling is fast and light like a smaller wheeled bike too and even the suspension is tuned to be pert and skippy over smaller bumps rather than smothering the trail in a soft pillow. That does mean more clatter and slightly less traction than it’s mid sized wheel peers but if you want a bigger stride and a smoother ride, the Nerve AL 7.9 29er is every bit as outstanding in terms of detail and value for money.

There's ample steering speed and authority to get stuck into twisty technical singletrack:

There’s ample steering speed and authority to get stuck into twisty singletrack

The 720mm bars and 80mm stem give enough steering speed and authority to make twisty technical singletrack fun, even if there’s noticeable twist with the QR skewer-tipped Reba. However if you’re worried about losing your Nerve, Canyon’s all-new Spectral 650 and 29er bikes are specifically designed to push the pace harder on more challenging trails and comes with screw-thru axles and 140mm of travel as standard.

In summary, Canyon’s new Nerve – and the 29er and Spectral bikes – are a lesson in why it’s worth not getting stuck at three figures if you can possibly help it when shopping for a mountain bike. Pushing your budget a few hundred quid past a grand can get you a far better specialist bike that’ll properly ignite your riding.

This article was originally published in What Mountain Bike magazine, available on Apple Newsstand and Zinio.








By Emma on August 30, 2014 | Mountain Bikes
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Eurobike odds & ends: Only in Europe, or coming to America?

FRIEDRICHSHAFEN, Germany (BRAIN) — Some say that what you see at Eurobike is coming to the U.S. market soon — maybe as soon as next month’s Interbike show (like the GoPro doggy camera mount), or maybe in a matter of years (electric unicycles? Well, maybe someday).  Others say there will always be some things in the European market that will never translate to the U.S

By admin on August 28, 2014 | Electric Bike
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Eurobike opens on reports of good weather

FRIEDRICHSHAFEN, Germany (BRAIN)—Coming off a mild winter and beautiful spring, the German market has experienced an increase in sales and market experts expect the positive trend to continue through the remainder of the year.

August 15, 2014

Issue Highlights:? LAGUNA HILLS, Calif. (BRAIN) — Do electric mountain bikes belong on the trails? As IMBA plans to discuss the question at next week’s World Summit in Steamboat Springs, Colorado, the August 15 issue of  Bicycle Retailer & Industry News  takes a look: A few suppliers are selling e-powered mountain bikes now, most major suppliers are selling them in Europe, and most plan to sell them in the U.S. soon no matter what IMBA’s policy may be now or in the future.

New BRAIN issue looks at electric mountain bikes

LAGUNA HILLS, Calif. (BRAIN) — Do electric mountain bikes belong on the trails?

Canyon Lux CF 7.9 review

Canyon’s marathon machine positively encourages the kind of riding that results in ragged gasps of breath and fatigue-blurred vision. Don’t be fooled by the name – the only element of luxury in this bike from the German maker is that it’ll let you push for long enough to suffer for what seems like an eternity.

Frame and equipment: marathon mandate

In continental Europe, marathon racing remains very big news. There are huge numbers of races for the endorphin junkie, from the relatively small 100km events to massive, multi-day, mountain range crossing suffer-fests. With that in mind, it makes sense that the Lux isn’t an afterthought cross-country bike, but designed from the ground up to be as rapid as possible over huge distances.

RockShox' sid xx takes care of business up front:

RockShox’ SID XX delivers 100mm of travel up front

Pairing big wheels with 100mm of travel means there’s just enough give to keep you in the saddle and on line when you’re slumped with exhaustion without sapping energy from the start. The carbon frame has a short, stumpy head tube to enable you to get low over the front, while the rear does without a seatstay pivot to reduce weight, relying on the give of the slightly flattened stays.

There are thru-axles at both ends to keep your wheels pointing in the direction you want, while the frame abounds with neat details such as the alloy chainsuck guard, asymmetrical stays and very clever ‘Impact Protection Unit’ that prevents the top tube from being damaged by the bars spinning round in a crash. It’s even routed for a dropper post, should you wish to fit one.

A neat bolt-on bumper protects the carbon top tube from bar spinning accidents:

A neat bolt-on bumper protects the carbon top tube from bar spinning accidents

As we’ve come to expect from Canyon, the kit bolted to this base model is staggeringly impressive for the cash. When decked out in the Team Issue paintjob, it’s easy to mistake for the twice-the-price Team bike and, despite the cost difference, the frame is exactly the same. Where the top dog gets SRAM XX, the 7.9 gets a mixed SRAM X7/X9/X0 2×10 drivetrain controlled by Gripshifters. Suspension is also from the same family, with a RockShox Monarch XX rear shock and SID XX fork, both linked by a bar-mounted hydraulic lockout.

Ride and handling: casual users need not apply

Our abiding impression of the Lux was that no matter how much we wanted to take it on a gentle cruise, we’d come back drenched in sweat, hearts pounding and with a number more miles ridden than originally intended. It quickly scalped our best Strava times on trail centre loops and, despite the snappy 70-degree head angle, it was adept when pushed on more natural terrain – though in wet or damp conditions the limits of the hard compound 2.2in Continental X-Kings became apparent, despite the boosted big-wheeler traction.

Every time you get on the lux, prepare to go long and hard:

Every time you get on the Lux, prepare to go long and hard

The suspension is nicely progressive, with enough initial give to boost grip without excessive bob, though the natural spring of the pivotless stays did mean that tuning the rear shock’s rebound to get a controlled but not dead feel took time. The rear shock’s remote hose junction does interfere with the operation of the rebound knob, so adjustment itself is a bit fiddly and none too positive.

Up front, the SID fork was superbly supportive, the Motion Control damper with Rapid Recovery adding to the generally taut and agile feel. It’s enough to briefly convince you that you’re on a longer travel machine, at least until the long, skinny legs start to give.

Despite the speed-freak nature of the bike, keep the riding within reason and it makes for a rapid trail machine too. Should you wish to increase that potential, the fork can actually be boosted to 120mm by switching the air spring. Combine it with a dropper post and you would have an interesting race/trail hybrid that could well make your riding buddies despise you, unless they’re into hunting down breakaway riders like cannibals.

Gripshift is a love/hate thing, but it allows rapid multiple gear shifts with ease:

Gripshift is a love/hate thing, but it allows rapid multiple gear shifts with ease

The drivetrain offers typical gunshot SRAM shifting and while Gripshift is a love/hate item, it does make mass-downshifts for when you’ve suddenly hit a sharp uphill corner easy to graunch through the range. The more precision-inclined might still prefer triggers.

While the cockpit on our medium test model doesn’t push the boundaries of stretched out length at 585mm, especially in combination with the steep 74-degree seat angle, the 80mm stem and 710mm Ritchey bars do end up with a front weighted – though effective – position.

If you wish to size up, there are both large and extra large models available, while the uninterrupted seat tube means you can drop the saddle as low as you like. Talking of saddles, the Selle Italia X1 isn’t the most comfortable of perches, so those that prefer their suffering to be muscular rather than corporal may want to switch it out.

A few kit tweaks and you'll have a highly capable trail machine on your hands:

A few kit tweaks and you’ll have a highly capable trail machine on your hands

When people say a bike is love/hate, it’s not meant in the way the Lux conjures these two emotions. We loved riding it and how impulsively fast it made us push, but we hated the broken backed, exhausted and sweat sodden rider it transformed us into. It’s a cracking distance machine with a lively feel and with a few tweaks it’ll translate well to trail thrashing. The geometry is slightly conservative, but it works well in this application and there’s no doubt you’re getting a quality, well-featured frame with some superb kit.

This article was originally published in What Mountain Bike magazine, available on Apple Newsstand and Zinio.








Canyon Lux CF 7.9 review

Canyon’s marathon machine positively encourages the kind of riding that results in ragged gasps of breath and fatigue-blurred vision. Don’t be fooled by the name – the only element of luxury in this bike from the German maker is that it’ll let you push for long enough to suffer for what seems like an eternity.

Frame and equipment: marathon mandate

In continental Europe, marathon racing remains very big news. There are huge numbers of races for the endorphin junkie, from the relatively small 100km events to massive, multi-day, mountain range crossing suffer-fests. With that in mind, it makes sense that the Lux isn’t an afterthought cross-country bike, but designed from the ground up to be as rapid as possible over huge distances.

RockShox' sid xx takes care of business up front:

RockShox’ SID XX delivers 100mm of travel up front

Pairing big wheels with 100mm of travel means there’s just enough give to keep you in the saddle and on line when you’re slumped with exhaustion without sapping energy from the start. The carbon frame has a short, stumpy head tube to enable you to get low over the front, while the rear does without a seatstay pivot to reduce weight, relying on the give of the slightly flattened stays.

There are thru-axles at both ends to keep your wheels pointing in the direction you want, while the frame abounds with neat details such as the alloy chainsuck guard, asymmetrical stays and very clever ‘Impact Protection Unit’ that prevents the top tube from being damaged by the bars spinning round in a crash. It’s even routed for a dropper post, should you wish to fit one.

A neat bolt-on bumper protects the carbon top tube from bar spinning accidents:

A neat bolt-on bumper protects the carbon top tube from bar spinning accidents

As we’ve come to expect from Canyon, the kit bolted to this base model is staggeringly impressive for the cash. When decked out in the Team Issue paintjob, it’s easy to mistake for the twice-the-price Team bike and, despite the cost difference, the frame is exactly the same. Where the top dog gets SRAM XX, the 7.9 gets a mixed SRAM X7/X9/X0 2×10 drivetrain controlled by Gripshifters. Suspension is also from the same family, with a RockShox Monarch XX rear shock and SID XX fork, both linked by a bar-mounted hydraulic lockout.

Ride and handling: casual users need not apply

Our abiding impression of the Lux was that no matter how much we wanted to take it on a gentle cruise, we’d come back drenched in sweat, hearts pounding and with a number more miles ridden than originally intended. It quickly scalped our best Strava times on trail centre loops and, despite the snappy 70-degree head angle, it was adept when pushed on more natural terrain – though in wet or damp conditions the limits of the hard compound 2.2in Continental X-Kings became apparent, despite the boosted big-wheeler traction.

Every time you get on the lux, prepare to go long and hard:

Every time you get on the Lux, prepare to go long and hard

The suspension is nicely progressive, with enough initial give to boost grip without excessive bob, though the natural spring of the pivotless stays did mean that tuning the rear shock’s rebound to get a controlled but not dead feel took time. The rear shock’s remote hose junction does interfere with the operation of the rebound knob, so adjustment itself is a bit fiddly and none too positive.

Up front, the SID fork was superbly supportive, the Motion Control damper with Rapid Recovery adding to the generally taut and agile feel. It’s enough to briefly convince you that you’re on a longer travel machine, at least until the long, skinny legs start to give.

Despite the speed-freak nature of the bike, keep the riding within reason and it makes for a rapid trail machine too. Should you wish to increase that potential, the fork can actually be boosted to 120mm by switching the air spring. Combine it with a dropper post and you would have an interesting race/trail hybrid that could well make your riding buddies despise you, unless they’re into hunting down breakaway riders like cannibals.

Gripshift is a love/hate thing, but it allows rapid multiple gear shifts with ease:

Gripshift is a love/hate thing, but it allows rapid multiple gear shifts with ease

The drivetrain offers typical gunshot SRAM shifting and while Gripshift is a love/hate item, it does make mass-downshifts for when you’ve suddenly hit a sharp uphill corner easy to graunch through the range. The more precision-inclined might still prefer triggers.

While the cockpit on our medium test model doesn’t push the boundaries of stretched out length at 585mm, especially in combination with the steep 74-degree seat angle, the 80mm stem and 710mm Ritchey bars do end up with a front weighted – though effective – position.

If you wish to size up, there are both large and extra large models available, while the uninterrupted seat tube means you can drop the saddle as low as you like. Talking of saddles, the Selle Italia X1 isn’t the most comfortable of perches, so those that prefer their suffering to be muscular rather than corporal may want to switch it out.

A few kit tweaks and you'll have a highly capable trail machine on your hands:

A few kit tweaks and you’ll have a highly capable trail machine on your hands

When people say a bike is love/hate, it’s not meant in the way the Lux conjures these two emotions. We loved riding it and how impulsively fast it made us push, but we hated the broken backed, exhausted and sweat sodden rider it transformed us into. It’s a cracking distance machine with a lively feel and with a few tweaks it’ll translate well to trail thrashing. The geometry is slightly conservative, but it works well in this application and there’s no doubt you’re getting a quality, well-featured frame with some superb kit.

This article was originally published in What Mountain Bike magazine, available on Apple Newsstand and Zinio.








Accell: Good weather in Europe, sales of e-bikes prop overall profits

Company blames revenue dip in North America on severe winter and decline in overall market. HEERENVEEN, Netherlands (BRAIN) — Accell Group N.V. reported overall revenue gains for the first six months of the year.