bikefix Exclusive Review: eBay chainring bolts

There's no justification for my buying these, but I happen to think that my bike looks good with a few well-placed blue accents to bring out the color in the decals. Late nights + eBay access can lead to some interesting impulse buys and these anodized blue chainring bolts are one example. I knew when I recieved them that they weren't of particularly high quality- the threads were sloppy and the blue pretty pale, but they looked pretty neat on the bike (shades of 1995), so I kept them. The bike that they were on lives on the upper hooks of a Topeak Dual Touch stand, and it just so happens that the chainrings are at just about eye level. Walking by one day, something in those cool blue bolts caught my eye. On two out of the four bolts, the bolt heads were about 3/4 sheared from the body. This was something that I'd never seen in 20 years of mountain biking. Now, I do typically hit a lot of stuff with my big ring, but it's not bent and compared to the Northeast, there aren't that many logs to claw over in New Mexico. As the sheared bolts were next to one another with the sheared portion facing out, I can only assume that I hit a log or rock just right with the big ring and it started to pop the heads off. The chainring was fine, so I slapped the original Shimano bolts back on and have been riding them since. So, if you're going to go with cheap blue bolts, be sure to keep an eye on them. Otherwise, it could be a long ride out of the woods in the granny ring. It's almost certainly not a good idea to use them on a brakeless fixie.

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bikefix Initial Review: Uvex Rebel sunglasses

Anyone who has spent time in a laboratory or factory setting has probably worn Uvex eyewear. In the US at least, the company almost certainly sells more ANSI Z87.1 compliant eye protection than anything else. The sports side of the business, which is based in Germany makes some very good helmets (reviews here and here) and sunglasses. This spring, we received a set of the company's Rebel sunglasses run through the wringer. The Rebels' are a smaller frame, interchangeable lensed with several cool features. They come with both dark gray and a high-contrast orange lenses and black, blue and silver frames for a very reasonable $60.

A unique feature of the Rebel is the lens mounting. The lenses attach at the nose bridge and essentially float next to the frame as it runs from there to the arms. Because the lenses aren't a rigid part of the frame, the entire frame flexes to gently hold the rider's head- several riders have tired the rebels and they are comfortable for a very wide range of face widths. Because the 'spring' flex takes place over a large part of the frame, they can hold snugly without getting pinchy. There are rubber arm and nose pads and thanks to their very light weight the rebels stay put without squeezing the head. Uvex is particularly proud of these frames' sturdiness- and they should be. Rather than resisting bending and ultimately breaking, the Rebel frames have a remarkable amount of give (see picture), and its possible to twist the arms until they're over 100 degrees apart. Let go and they bounce right back into shape. This probably isn't something you'd want to do regularly, but it shows that the Uvex's are anything but fragile.

As a company known for protective eyewear used in pretty nasty environments, we have no doubts about the Uvex lenses' ability to keep out the odd tree branch or flying stone. While the Rebel's lenses don't have the striking clarity of more expenses glasses', they are perfectly clear and the lack of a lower frame makes for a very wide field of vision. The gray lenses block quite a bit of light and as such are great for bright, treeless rides. In the woods, though, a higher-contrast (and maybe slightly lighter) rose or brown lens would have been nice. As a result, I found myself wearing these on the road bike more than anywhere else. Here in the desert, the orange lenses were too light, but would be great for riding through a gray British winter, as they have very high contrast in flatter Northern light. The glasses' normal-length arms can interfere with Giro helmet retention systems, but so can pretty much every other pair we've tried. Unsurprisingly, Uvex's helmets pose no such problems.

The fact that the lenses aren't attached to the Rebel's frames along their top edge is a mixed blessing. For riders whose glasses are constantly fogging, the added ventilation is fantastic and they'll be some of the most fog-resistant glasses out there. The flip side of this is that a bit of wind tended to sneak by on my face and I my typically watery eyes were even more so than usual. Also, in a road tuck, I sometimes had a distracting line of bright light between the frames and lens at the top of my field of view. I have a feeling that both of these issues will be head-specific and certainly aren't deal breakers. Nobody else who's tried the Rebels has mentioned the issue.

For absent-minded or clumsy riders who've put off buying decent riding glasses for fear of sitting on or otherwise breaking them, the Rebels are ideal. The don't scream "bike dork" when worn casually and look particularly good on narrower faces and the price is very reasonable. Trying them on at a local dealer would be ideal, but they are also available in the US directly from Uvex's website. I've handed them off to our resident off-road triathlete, so look for a run/ride review in a few months.

marc

www.uvexsports.com

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New Test Bike #1: Maverick Uber-Durance

It's spring, and here at bikefix, we have a couple of new test bikes in the pipeline. Here's the first: Charlie will be rollin' like a pimp on Maverick's new 140mm travel Durance. Look reviews on the 2009 Fox 32 TALAS (we've been assured that it's much improved), Fulcrum (Campagnolo) Red Metal Zero wheelset, Hope CNC'd stem, Formula The ONE brakes and Schwalbe Racing Ralph tires. Word is, the thing weighs 26lb- not bad for a bike with 5.5in travel at either end. Look for reviews over the next several months...

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bikefix Exclusive Review: Commencal Meta 5.5.2 mountain bike

Despite consistantly positive (if not rave) reviews from European magazines, Commencal bikes are a rarity in the States. Max Commencal, for whom the company is named, was the force behind the Sunn bikes on which Nico Vouilloz was a domininant downhiller from the mid-late 1990s. Commencal and Sunn ultimately parted ways, and Commencal struck out on his own, forming (probably) Andorra's only bike company. Located in the Pyranees between France and Spain, Andorra is a principality known primarily as a wealthy tax haven and for the fact that its citizens live longer than anywhere else on earth. However, the region is also known for having has some fantastic riding- rockier and drier than the Alps but certainly no less spectacular. Distributor BTI has been importing the complete bikes and frames for the past couple of years and was kind enough to loan us a 140mm travel Meta 5.5 from their Commencal demo fleet for a few weeks.

As we wrote in our recent review of Pivot's Mach 5, bikes in with 5 or so inches of suspension travel can have widely varying personalities. The Meta 5.5 is like that heavy-ish guy on group rides who manages to hang with everyone on the climbs but rips it up on the descents- railing corners, bombing through rocky sections and going for air at every opportunity. The suspension is essently a linkage-driven single pivot setup. A good-sized swingarm provides good lateral stiffness while the linkage drives a proven Fox RP3 rear shock. While adding the linkage takes back some of the simplicity granted by the single pivot design, it helps to isolate the shock from lateral forces that could shorten its lifespan as well as to tailor the way in which rear wheel movement is seen by the shock. Overall, the frame seems to be built for the long run, with thick dropouts, chunky machined linkages, top- and down tube gussets and a top tube flared at the seat tube- all of which add up to a (depending on your perspective) slightly off-putting or fairly reassuring 7.3lb (3.3kg) frame weight. The black frame with gold and white patterned decals could have come off as a bit chav, but were pretty classy in person, and the Meta 5.5.2 is a handsome bike.

Our $3200 Meta 5.5.2 model (the .2 refers to the build) came with a mix if SRAM X7 and X9 drivetrain components, fantastic Formula Oro K18 hydraulic discs (180mm front, 160mm rear), a Deore rear hub and a Fox Float 140mm fork. Initially, I found that build to be uninspiring for the asking price. Looking around, though, Specialized's Enduro SL Comp has a very similar build kit for the same money, and that company has some serious economies of scale working in their favor. Still, it is disappointing to see a Deore rear hub on anything over $1,000. Not that it's a bad piece of equipment (its probably the best $30 rear hub available), but that the LX and XT are also very inexpensive and that hubs are very difficult to replace (especially when compared to a seatpost, saddle or handlebar) if something goes horribly wrong. The Truvativ cranks, Race Face Evolve XC stem and seatpost and Commencal handlebar will likely do the job without complaint and the SDG Bel Air saddle was a pleasant surprise. While some folks aren't yet tubeless fans, on a bike that is meant to be ridden aggressively, having the option would be nice- a mid-range Mavic wheelset would be both tubeless compatible and feature hubs more appropriate to the bike's price point- your dealer may well work with you to make something like that happen for a few extra dollars. Maxxis High Roller tires are predictable and proven, though only one on our tester had a folding bead. All together, with pedals, the large Meta 5.5.2 came in at a reasonable 31b- not bad at all given its conservative construction and build kit. After spending $30 on tubes for our last tubed test bike, though, I opted to test the bike with my own tubeless wheelset and tires.

Its no surprise, given Commencal's location and downhill heritage, that their 5.5in bike really comes alive on technical and rocky descents. Pointed even slightly downhill, the Meta 5.5 is a blast. The suspension works particularly well in rock gardens and seems made for sweepy motorcycle trails, where its front-rear balance allows aggressive riders to really carry speed through corners and milk it out of pump sections. During our test period, we had the opportunity to take the Meta 5.5 to Moab, Utah as well as to ride it on a number of our local benchmark trails. The first impression that our large tester gave was of being a big bike. A tall-ish bottom bracket and a size Large frame (with a 600mm/23.5in top tube) had me feeling fairly far from the ground. Despite feeling big when stationary, the Meta 5.5 was very flickable once underway. Its no BMX bike, but it certainly has some of that playful spirit. Set up with BTI's recommendation of 20-30psi below my body weight, there was a fair amount of movement when hopping on to or off of the bike. Once riding, though things settled down and there was none of the bob or pedal feedback associated with earlier single pivot designs. In fact, I was surprised how well the bike handled technical climbs. Make no mistake- the Meta 5.5 doesn't like to be hurried uphill, but with patience and and a low gear, it climbs pretty darn well. The Fox RP3 worked very well, though a less aggressive lockout would have meant better traction and climbing while engaged. As set up, the lockout lever's best trait was pulling the rear of the bike out of its sag, steepening the angles and transferring weight foreward. Within 5-10psi of the recommended setting, the rear shock and the rear suspension remains plush- a rider's preferred setting will likely have as much to do with its geometry effects as anything else.

In many situations, the bike was capable of being ridden harder and faster than caution would recommend, and will allow more aggressive riders to push their limits. As I mention above, climbing is far from cat-like, but the Meta 5.5 is no dog either. Technical climbs take a fair bit of energy to ride cleanly but it certainly can be done. At 6' tall and given an already tall bottom bracket, I would have appreciated a lower top tube to allow room for emergency dismounts. Riders who prefer a shorter top tube (22.5in for the medium) will do well to look at a smaller frame size than they may be used to- as always, try before you buy. More resort or downhill-oriented riders would probably appreciate a more relaxed head tube angle, but for something that's going to go up as much as down, it seems that the geometry is just about right.

After my experience with Fox's recent TALAS forks, I wasn't particularly excited to ride the 140mm travel 32 Float. While it has a very cool and useful travel adustment feature, the 2008 TALAS has far too much stiction and utterly fails to function on smaller bumps- especially for lighter riders. The Float, I'm happy to report, feels nothing like it's fravel-adjustable brother. On small, medium and large bumps at medium and high speeds, the 32 Float leaves almost nothing to be desired. It was plush, even at my 145lb weight, but slightly progressive so didn't blow through its travel on bigger hits. At lower speeds, the Float could be a bit wallow-y, but with over an inch of sag, that's to be expected. The lack of a shorter travel setting is probably most responsible for the Meta 5.5's lackluster climbing, but if the fork has to be a Fox, then the compromise is well worth it. SRAM's X7 shifters, while perfectly adequate, have a long-ish thow for rear downshifts and their refinement isn't quite on par with Shimano's LX group- but still quite good. The biggest complaint that I have is that, with the Formula brake levers set up for middle finger braking, the shift levers were a bit further away than I would have liked. Unfortunately, the shifters' clamps are not removable (like Sram's XO model's), so the buyer can't take advantage of Formula's aftermarket shifter/brake lever clamps. The integrated gear indicators are simple, legible and don't take up any bar space- an elegant design. The SRAM front deraileur was fine once it was set up, but adjusting the limit screws (which are tucked under the swingarm) involved removing the rear wheel, using needle-nosed Vice-Grips to turn the (thankfully long) screws, replacing the wheel and trying the new setting- a painful and time consuming process. Newer Shimano front deraileurs, with screws pointed to the drivetrain side of the bike, would have been appreciated. All in all, the build worked very well. While the Deore hub may seem like a low point, it is fully serviceable and parts are widely available, so it should never really present an issue.

With single pivot frames capable of riding so well, why bother with a complex multi- or virtual-pivot bike? On the 'all mountain' side of the 5in spectrum, the Meta 5.5 more than holds its own. In fact, it rides better than Intense's 5.5EVP or Specialized's Brain-addled Enduro and should definitely be considered if a dealer can be found. The frame will be a bit on the heavy side for some, but for heavier or less graceful riders, that's probably not a bad thing. Shimano fans are unfortunately out of luck, but the Meta 5.5 is available as a frameset and with XO (the $4,100 Meta 5.5.1) and X5/X7 (the $2,500 Meta 5.5.3) build kits. We wouldn't mind seeing 1/2 lb come off the frame, a lower top tube or a Shimano SLX option for 2009, but they're not essential. There are a lot of good options for more 'all mountain' 5+ inch travel bikes on the market, but for those who want something simple, a bit different and that won't hurt too much on the climbs, the Meta 5.5 is about as dialed as I've ridden.

marc

www.commencal.com
www.bti-usa.com

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bikefix Exclusive Review: Origin8 Propulsion 3D Lite stem

Last winter, when I bought a Syncros Vector Carbon handlebar for my 29er, I needed to find a new, oversized (31.8mm clamp) stem to tie it to the bike with. The Syncros is a wide bar, and it was going on a mountain bike, so I needed something stiff, but the single speed being my race bike, I also wanted to keep the weight down. Having survived the 1990s with only a broken handlebar (I couldn't afford all that cool superlight stuff that ended up breaking), I am a bit wary of lightweight compnents- especially in the cockpit, where their failure can be pretty painful.

When they came out in 2006 or 2007, Ibis' mountain and road bikes came with a very nice looking (and surprisingly light) Ibis-badged stem. My Mojo came with a 110, which was unfortunately too long and was swapped with another 100mm stem before I left the shop, but I was impressed that Ibis had snuck a very nice, light component in where most companies would save a few bucks and mount a bit of an anchor. Roll things forward a few months and I'm back- looking for a stem to go with my new handlebar. They guys at the shop have found the Ibis stem under another name, and it's $40. Origin8 seems to be one of distributor J&B Importers' house brands (along with Cayne, who's Uno fixie we reviewed last fall). They have a range of far-Eastern components, frames and accessories that are reasonably priced and range from pretty a chintzy Maverick Speedball knockoff to full carbon frames and bars. I am skeptical of components that seem too light for their price (light, strong or cheap- pick any two), but side-by-side, the Origin8 Propulsion and Ibis stems were clearly the same, down to the torque markings. As every engineer and specifier knows, gram-for-gram, forging aluminum is one of the strongest ways to make a part. Unlike CNC (or conventional) machining, the process aligns the metal's grain with the desired shape. Skillful design and analysis can yield some of the strongest parts available at a given weight, and with volume the price can be quite reasonable (which is why Dura Ace and XTR cranks are still aluminum). The Origin8 Propulsion stem is "3D Forged" and shot-peened, which serves to harden the surface of the metal and prevent small cracks from starting (and thus from becoming big cracks).

Two $20s later and the deal was done. I have hundreds of miles on the Ibis-branded stem and have to say that I'm impressed. Noticeably stiffer than the $225 Deda Mag00 on my road bike and, at 120g, the Origin8 is just as light. The dual handlebar clamps skirt many bar companies' 4-bolt stem prohibitions and hold the Syncros well, without friction paste. The torque specifications on the hardware shows that some thought went into things (or at least that plausible values were pulled out of someone's ass), and I haven't heard of any breakages on the Ibises which are all over Albuquerque now (being hammered much harder than my single speed). If you're looking for a new 31.8mm for a road or XC mountain bike, I'd have to say that you really can't go wrong with the Propulsion.

marc

www.origin-8.com
www.jbimporters.com

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bikefix Initial Review: Ergon GE1 grips

Let me start this review off by saying thatI really don’t have big problems with my wrists while riding and that I don’t have strong preferences about grips (many people do), so (to put it simply) I wasn’t all that excited to try these grips. I decided to put them on my single-speed mountain bike because I really wrench on those bars when riding. After three months' use, I am actually impressed.

The German company Ergon takes their name from ergonomics, which is the science of human-machine interface efficiency. After riding a fair number of miles on the company's most traditional-looking grip other models have a large wing under the rider's palm), I think they are great. First of all, they definitely reduce hand fatigue. I find that I haven't been gripping the bars as tightly as I usually do (which you shouldn’t be doing anyway) and as a result, my hands feel fresher after riding. Ergon's literature talks about the design allowing frequent change of hand positions, but in practice, I found that the opposite was true. Sure I could move my hand around a couple of millimeters in each direction but any further than that that and my hands wanted to go back to where they started. Not a big deal, but I thought it was odd that they mention something that never occurred to me was that important on a mountain bike and when my experience was more or less opposite what was suggested.

I rode an XC mountain bike race recently with these grips and I really liked how evenly they distribute pressure over my hands. My hands felt surprisingly happy while being jostled all over the (very bumpy) racecourse and even fairly fresh at the finish line.

My one complaint with the grips is that they do tend to feel a bit vague- as if you aren’t sure exactly where your hands are and exactly what they are doing. It’s probably something one can get used to, and who knows, maybe its just a result of my hands being in a more comfortable/neutral position, but I definitely felt slightly “detached” from the steering compared to other grips I have used.

Ergon also mentions that the GE1 can help with Ulnar Nerve comfort. I don’t seem to have an Ulnar nerve problem on mountain bikes, so I can’t make a judgment on this but I do tend to believe that these grips will offer some relief for people whose hands fall asleep while riding.

The GE1’s look pretty good, and the locking clamps also serve as stops to keep your hand from shooting off the end of the bar (another problem that I never had), but it is not a bad idea and maybe it’s the thought that counts. The palm rubber is firm but not too hard and a bit softer than the rest of the grip to provide cushion where you probably need it most.

I like these grips. They come in two sizes: Small (134mm) and Large (140mm) and they weigh about 182g (which is probably more than your stem, but I'll take comfort over light weight, thank you). I’ll change them over to my geared full-suspension bike soon and give an update after a few more months and (hopefully many) summer epics. They retail for around $35.00.

charlie

www.ergon-bike.com

see our Ergon BD-2 Pack review here

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Spot Buys Maverick

We haven't seen any press releases yet, but word at our local Spot/Maverick dealer is that the two Boulder-based bike companies are now (or will soon be) under the same ownership. Spot's recent ownership change seems to have pumped some much needed capital into the company and resulted in what looks like a very cool range for 2008 (including several belt drive single speeds). Maverick has been coming up with some very cool ideas and great-riding bikes since day one, but their recent business and complete bike spec choices certainly haven't helped them grow to their business. Here's hoping that the Spot folks can help get more folks on what we consider to be one of the best all-around mountain bikes on the market.

www.spotbikes.com
www.maverickbike.com

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bikefix Exclusive Review: Selle Italia XO Trans Am saddle

Why pay more? Every once in a while I stumble across a product that far exceeds the expectations generated by its modest price tag. Sometimes, corners have been cut but they're corners you don't really need. Sometimes, though, no corners appear to have been cut and one can't help but assume that the price was a mistake. This here saddle is an example of the latter.

Several years ago, a girlfriend picked up a Giant Cypress SX sporty hybrid. It was a cool bike for sure, and it came with a cheap OEM version of Selle Italia's XO Trans Am saddle. An avid mountain biker, she loved it and we ordered another for her mountain bike. The $40 aftermarket version of the saddle has steel rails, medium padding, a medium width, a 'taint-saving chasm down the center and is made of a nice durable synthetic cover. Doesn't sound particularly performance-oriented, does it? Somehow, I ended up riding the saddle a few times and was blown away. The multi-density foam is comfortable without being squidgy with an unobtrusive shape and no sharp corners anywhere. Oh, and it weighs came in at 270g. And is made in Italy.

Now, you can spend a lot of money on a saddle that is a lot less comfortable that weighs just as much. For reference, the $200 Aliante Carbon comes in at 259g. Nor the Aliante is a very good saddle. I have the "Gamma" version on a couple of bikes. If I'm going to spend all day on the bike, though, they don't come close to the XO in comfort. The saddle pictured here has been on several bikes and survived several 24 hour races- so its holding up just fine. What's not to like? Nothing comes to mind. Just be sure to spend the extra $10 or so to get the aftermarket version- the OEM has a vinyl cover that doesn't hold up nearly as well. Everybody's body is different, so trying before you buy isn't a bad idea. Of course, at $40, giving it a go isn't a huge risk.

marc

www.selleitalia.com

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Hard at work...

Short update this time 'round: We spent several days last week in Moab testing gear from all sorts of folks- Commencal, Uvex, SRAM, Specialized, Pearl Izumi, Adidas and Fox (to name a few). Unfortunately, with a weekend lost to riding, real world duties will have to take precedence for a day or two. So, here are a couple of pictures to whet your appetite. We hope that its sunny where you are...

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bikefix Review Update: Specialized Eskar Control 2Bliss tire

When I first wrote about the Specialized's new Eskar, I expressed some concern over the thin sidewalls of the the company's Tubeless Ready format. Unlike UST standard tubeless tires, Tubeless Ready tires' casings lack a sealing rubber layer- relying instead on a sealant such as Stans' or Specialized's own AirLock liquid. While they certainly are lighter (at 700g) and quite possibly less expensive to make, I’m afraid to report that the thinner sidewalls have proved to be a bit of an Achilles heel. At lower pressures, they have been “burping” (releasing air at the bead:rim interface) quite often. On one recent ride, at 32psi, the front tire “burped” in a downhill corner and the unexpected deflation and threw me over the handlebars. There was no damage to the tire and fortunately, we were able to re-seat it using a hand pump and careful manipulation. For the record, I should note that Specialized lists 35psi as the minimum pressure for these tires. However, requiring high pressures defeats much of what makes tubeless great. Many of us have been riding below the manufacturer’s stated minimum psi. on all sorts of tires for quite a while now, and this will be the first time we have had a problem of this magnitude.

Besides all that, I have noticed more tire roll when cornering (at any speed), and when getting jostled about in rock gardens. Despite all of this there has not been any noticeable damage to the tires' cut-resistant "420/D1" sidewalls. Ultimately, though, I believe that this tire would be improved with the impermeable inner layer that seems to give UST tires more rigidity, albeit with more weight. It is a trade-off I am willing to make- especially in a 'trail' or 'all-mountain' tire. I will ride this tire until I find a comparable replacement to install and review- but will be riding it at 38-40psi. I will update this review again if I see anything else new.

charlie

www.specialized.com

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cycling: safer than sex.

With Bike To Work Day coming up next Wednesday, we thought we might mention a couple of cycling-related facts. Riding to work allows many of us to kill two birds with one stone- getting to work and getting a ride in. Even if it's a couple of days a week, it's a great way to start the day and to put the stresses of work behind at its end.

Of course, there is a perception that riding to work can be dangerous. While its nothing to be taken lightly, so is driving. As frame builder Dave Moulton puts it, "If you rode your bike non-stop for 114 years, which is one million hours, your chances of being killed on the road would be roughly 1 in 4. In that same period, your chances of dying of natural causes would be at least 99.999%." Interesting math, but the fact remains that you're twice as likely to die in the car. You'll also be fighting off heart disease, pollution and congestion. If your commute is 20mi or under, you'd be surprised how little of a burden riding in is and of course, it's cheaper than driving and tends to cut down on unnecessary errands. Use Monday's ride as a recovery day and take Tuesday off and you may well be riding stronger come Sunday.

Its not an option for everyone, but is probably viable for more folks than tend to believe it....

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bikefix Exclusive Review: Maxxis Re-Fuse tires

I hate getting flats. Nothing has the potential to interrupt a good ride, on road or off, like the ffft-ffft-ffft-ffft of a punctured tire. At the least, it means a 5-10 minute repair. More often, though, it's a messy job performed with frustratingly insufficient little pumps, aged (and sometimes pre-punctured) tubes and (on really bad days) cold, driving rain. Before moving to the desert (and a city where roadside broken glass is endemic), I wasn't a big fan of sealant or puncture resistant tires. Oh how things change. Sure, puncture-resistant tires are heavier, more expensive and don't ride or corner as well as their softer counterparts. Sealant-filled tubes can be messy, heavy and fail as often as they work. That said, it doesn't matter how light or fast standard tubes and tires are if they aren't holding air. You can still win a race or get to work on time with heavy tires- not flat ones.

Enter Maxxis' Re-Fuse. It's a folding bead tire with both a woven Kevlar belt and what Maxxis calls their "Silkworm" cap. Details are sketchy, but it's a material that's claimed to increase puncture resistance, cut resistance and rolling efficiency. It has a knurled tread, is intended to be the company's most bombproof training tire and comes in at a reasonable 245g (700x23c). Pricing is a very reasonable $31.

For a while, I believed that these were the bees knees. They ride well enough and can be ridden fearlessly through all manner of road debris. Despite using them on two commuting bikes (fixed and geared) 3-4 days/week for past two years, I have zero flats. None. Once, while a bike was in the stand, I noticed a cut in the tire with something in it. I used a dental pick to fish out a piece of glass that had installed itself between the casing and tread rubber. Looking harder, I found three or four others. Still, no flats. That's pretty darn badass. Compared with other puncture-resistant tires, the Re-Fuse ride pretty darn well and aren't nearly as scary in corners. Several years back, working as a messenger, I laid a bike out and slid across traffic and in front of an oncoming limo. I still place blame (at least in part) on a pair of "puncture-proof" tires' stiff casing and their hard rubber tread hard rubber. It wasn't fun and is something I'd like very much to avoid repeating. Compared to the competition, the Re-Fuses are very confidence inspiring, both in wet and dry conditions.

Recently, though, I've started to see problems with the Re-Fuses I'm riding and have recommended to others. Nobody's complaining about the puncture resistance, but Maxxis seem to be having trouble getting the rubber to stick to the casing. A co-worker recently pointed out a 3in x 1/4in section of the tire with no tread- it had come completely away and he was riding on the woven casing. No flats, but that shouldn't happen- an exposed section of rubber-free casing can mean (at best) unpredictable cornering. Of course, taking photos of my tires for this review, I found a similar section on my commuter. After about 700 miles, my tire had to go in the bin. That's far too soon, in my opinion, regardless of a tire's price. The mating tire had a number of wrinkles where the rubber looks to be decomposing (see second photo). Again, no flats, but it doesn't speak well for the tires' lifespan.

It's a shame- my first set or two of the Re-Fuse had none of these problems. Hopefully, Maxxis has just had a bit of a production hiccup and already remedied the problem. I will be trying to get mine warrantied, but am not holding my breath (tire warranties are a hard thing). If they can get the rubber to stick to what has proved to be a bombproof casing, they'll have one of the best tires available for folks in thorn, glass or goathead infested areas.

marc

www.maxxis.com

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bikefix Initial Review: Giro Semi sunglasses

As I have said in the past, I am a sucker for sunglasses. I will try almost anything new and potentially better than what I'm wearing at the moment. When I read that the new Giro sunglasses were going to have Zeiss-certified lenses, I became very interested. Carl Zeiss is a legend in the optics industry, making and certifying some of the best camera lenses, binoculars, and scopes available. When the glasses came out, though, only the grey polarized lens for the Semi model was Zeiss certified. Because I don’t like polarized lenses for riding, I opted for the Rose-Silver- but all of the lenses are claimed to be manufactured with to the highest quality. I picked the Semi because it fit my face the better than the other “active” model (the Havik). The Havik and all its lenses are Zeiss certified, but the fit was too narrow for my face. The Havik features the only interchangeable lenses in the Giro line, which includes two "Active" models and two more casual (as in wearable off the bike) models.

One of the big selling points of the new Giro line is that the glasses are designed to fit well while wearing cycling helmets (only Giro helmets?). Giro calls this "Super Fit Engineering," which basically translates to "Short Arms." In the past I have had glasses that hit my helmet's retention system and it is a real problem (especially if they interact too much, which can cause crippling headaches). While it’s true that the Semi’s didn’t bump or rub on any of my helmets, I have a number of sunglasses that don’t get interfere with the helmet either. It has also been years since I had that problem, so it may not be a very unique feature, but it is a helpful one. Separately of the helmet issue, the Semi fit is snug at first but does loosen over the first few rides. They now fit me perfectly, even on my big round head. The Giro rep for our region said you can expect all the models to loosen after the first few rides, something to be aware of when trying them on. They don’t move or jostle around on my face when the trail gets rough, but they don’t give me a headache like some overly-snug frames have in the past. The nose and arm pads are made of a material whose grip increases when you sweat.

Another feature that took some effort on Giro’s part is what they call True Sight technology. One problem with the curved lenses that are so useful for keeping wind, sticks and rocks out of your eyes is that they tend to have more distortion than a more planar lens. The sharper the curve of the lens, the more distortion you get. However the more curved a lens is (to a point), the better it protects the eye from debris, wind, and UV rays. What to do? Giro claims you can have your cake and it too! The company doesn't go into a lot of technical detail, but they say they have vastly increased the distortion-free field of vision when compared to other sunglasses on the market. I have to agree that they are superbly clear and distortion free, but I don’t know if it is better than some of the other leading glasses out there.

Despite my dislike of polarized lenses, I plan on reviewing a pair of Giro’s with the Zeiss certification in the future. The Semi is definitely one of the nicest sunglasses I have worn. It’s easy to forget you are wearing them, and that is truly high praise for anything that goes on your face. I would like a bit more detail from Giro on their website about their glasses and the technology that goes into them, as what is there is a bit vague. I personally would like to see a red tinted lens that lets in more visible light than my Rose/Silver (23% light transmission) do, or perhaps a photo-chromatic lens option. The rose/silver, like many red-tinted lenses is designed to provide good contrast in the varying light conditions that most road and mountain bikers encounter on every ride. Giro does offer a number of different frame/lens color options for each style, but as I mention above, the lenses are only interchangeable on the Haviks. Considering their competition they are well priced between $90.00 and $170.00 depending on the model and lens.

Charlie

www.giro.com

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bikefix Exclusive Review: Topeak PrepStand Pro repair stand

While most of us probably started working on our bikes upside-down in the garage, leaning against a workbench or hanging by the saddle from a hook in the basement ceiling, there comes a point when a proper bicycloe repair stand is very helpful. There is a wide range of models available, from inexpensive collapsable models through stable portables to professional models that weigh close to 100 pounds. While the best-known models come from Park and Ultimate, there are a number of unique and viable models available from other companies- including Topeak.

My positive experience with Topeak's Dual Touch bike storage played a large part in my decision to try the company's PrepStand Pro. The two model PrepStand line feature a collapsing tripod base, much like the portable speaker one sees at concerts and no doubt informed by Ultimate's successful use of a similar design. Solid composite joints and aluminum quick-release levers connect the aluminum tripod base to a 2-part telescoping 6061 aluminum trunk. The jucntion that supports the clamp arm is meaty aluminum, as is the arm itself. What sets the $280 PrepStand Pro apart from the less expensive ($215) PrepStand Elite (and from other repair stands on the market) is the digital scale integrated into the arm. At the end of the arm is a fairly simple clamp that can be closed around a wide variety of tube shapes by turning a small-ish knob. It all packs into an included 46x7x7 padded carry case, which is convenient for those without a dedicated workshop or for traveling to friends' or races.

While very stable when set up, the long legs that give the 12lb PrepStand its solidity can be a bit of a hassle. The 120 degree spacing of the legs mean that, when two are aganist a wall, the third tends to get underfoot. My biggest complaint, however, comes from the clamp. The clamping threads seem to have an intermediate thread that is neither quick to close nor provides as much clamping force as a 30lb mountain bike really calls for. A larger knob and/or some sort of free spinning "suicide knob" would no doubt help (though it may compromise portability). Also, while the clamp can be rotated 360 degrees, the serrated faces that prevent the clamp from moving once in place make adjusting a bike's angle difficult- the adjustment knob must be backed out quite a bit and the bike's weight supported while being repositioned. Compared to friction adjustments on competing stands, this can be a bit of a hassle. Collapsing the PrepStand, on the other hand, is a breeze, and it takes well under a minute to collapse the stand and place it in the carry bag, which is nicely made and fits very well.

The scale, which is located on the clamping arm, is handy, although with a 20g resoulution, it seems better suited to satisfying curiosity than anything else. I can't speak to its accuracy, but do use it from time to time (which QRs are lighter?), and complete bikes can be easily weighed by hanginf them from the nose of the saddle.

It's been a few years since I purchased my PrepStand Pro. In that time, it has proven both reliable and sturdy. Because its ease of use isn't quite that of competing stands, I probably wouldn't seek it out. The materials used and most of the design are top-notch, though, and with a revised clamp and rotation mechanisms, though, it would be one of the nicest and most compact repair stands I've seen.

marc

www.topeak.com

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