I came to the Globe 2011 product launch in San Francisco imagining Steve McQueen launching Mustangs through intersections. What I got was underground bike tours, organic artisan foods and a glimpse of a passionate cycling community supported by an emerging brand that is becoming completely immersed in urban cycling.
Globe is a stand alone brand created by Specialized that is focused on urban cycling, culture and advocacy. This small group of specialists are equally immersed in their respective fields and commonly united to create bikes that enable a cycling lifestyle. From our base of operations in the hip Soma neighborhood, the Good Hotel provided the perfect setting to reiterate the appeal of a cycling lifestyle. "Globe Moves People," and by creating products that remove barriers and enhance the biking experience, Globe hopes to move more people on two wheels.
What’s new for 2011 is Globe’s strengthened partnerships with local and national cycling coalitions. Globe is riding the ride.
When I got the invite to head out to the left coast and ride around San Francisco for a couple days there certainly wasn’t much arm twisting needed. Early Tuesday morning I was awaiting my flight anticipating Kimmy Gibbler and her puffy sleeves. Several urban cycling events, partnerships and the utilization of the viral connectivity that is social media helped to promote the May 12th launch. Globe’s attitude of conservation and social responsibility are echoed by several other S.F. area organizations, like the San Francisco Bike Coalition, Good Hotel, Bicycling Coffee and The Disposable Film Festival, which were all part of our experience while in town.
After several long hours on planes and in airports I finally arrived in S.F.O. and was greeted by non-other than Globe’s lead engineer, Amber. We boarded the BART and headed downtown. A couple blocks off of Market St., on the corner of Mission and 7th, is Good Hotel. This self-dubbed humorous and eco-friendly hotel was to be the Globe team’s and their quests’ home for the following couple days. Some well-received Thai food and good conversation with a small representative of Globe didn’t end my long day – I was still working on East Coast time.
Most of the crew headed back to their rooms while Jessica from Globe and I headed to Dr. Sketchy’s SF. Dr. Sketchy’s was founded in 2005 by Molly Crabapple in Brooklyn, and became somewhat of a movement. They ask a simple question: Why can’t drawing naked people be sexy? "In San Francisco, Dr. Sketchy’s gives you a monthly opportunity to draw rhinestone encrusted burlesque performers, bearded ladies, cute girls on bicycles and anything else we can conjure up to tantalize your pencils." I’m not sure they mean the graphite kind.
Yep. Those are girls on a bike.
The next morning was the official 2011 Globe presentation. Each of the 4 Globe models for 2011 were discussed. Careful thought about the aesthetics, taking inspiration from our visual environment, helped influence the finished products.
- Lowest price point.
- Well built full Cr-Mo frame with Reynolds 520 / 725 main tubes is simple, yet durable
- Extremely durable Cr-Mo fork, with clean profile and built to withstand daily urban use
- Alloy 42-tooth track-style singlespeed crankset
- Super high-profile deep V 700c rims compliment the Roll’s distinctly urban design
- Bolt-on front and rear hubs provide excellent ride security and curb thieves looking for "free" wheels
- Roll 2′s keyed front wheel retentions system finishes off the fork profile and makes the design lines disappear
- Fixed gear or freewheel rear hub, you decide
My whip for the couple days in S.F. All new for 2011
- Step-through frame or more traditional horizontal top tube
- Traditionally inspired Globe A1 frame in standard and step-thru versions
- Classic uni-crown, curved blade fork in steel and alloy
- Custom, durable steel ‘zeppelin’ fenders
- Custom, bolt-on ‘phone-dial’ hubs
- Bolt-on front and rear hubs provide excellent ride security and curb thieves looking for "free" wheels
- Custom, Globe basket with integrated U-lock holder (5 KG), or rear rack (10 KG)
LIVE (under review by Justin Steiner)
- Designed around the front rack. Specially engineered front fork to accommodate the front rack. "Classic style, unlimited utility. Grab some groceries, carry a laptop, bonfire at the beach, BYOB. Life/Live is what you make it."
- Globe A1 Premium frame with smooth welded main tubes for one strong and lightweight package
- Integrated front porteur basket system with aluminum bottom lets you carry all your goods comfortably (capacity = 50lbs)
- Step through frame available with the classic double top tube “mixte” design for easy on and off access and/or riding with skirts
- Internally routed cables to clean up the design lines
- All alloy pedals that evoke Italian styling
- Color matched Globe steel fenders fit right in and have are a more durable alternative to the omnipresent plastic variety
- Slim, yet effective, the color matched alloy chainguard keeps your duds clean
- Proven Body Geometry Fitness saddle with front and rear bumbers for long-haul durability
- Big rear rack is part of the frame. "Pack, move, tow, recycle. The bigger the load, the better the Haul. A true cargo bike with urban style. When you can get the job done on two wheels, who needs a trunk?"
- A1 Premium Aluminum frame with integrated rack & aluminum deck makes loaded transportation simple and easy (capacity = 100lbs)
- Step through frame designs are offered in addition to the standard geometry for easy on and off access and/or riding with skirts
- Internally routed cables to clean up the design lines
- Globe City grips delivers form and function in one considered design
- Globe City pedals features a Varus wedge that slightly angles the foot for a more natural and comfortable position
- Wheels feature double-walled 700c rims with 36 spokes for maximum durability
- Body Geometry saddle uses a V-groove design and vibration dampers for comfort and support, even on dodgy roads
- Globe steel fenders are a more durable alternative to the plastic variety
- Slim, yet effective, the color matched alloy chainguard equipped on the internally geared model keeps your duds clean
After the presentation we were asked to choose our bike for our underground bike tour of San Francisco by SOSF. The tour ibegan along the S.F. waterfront, AT&T Park (home of the Giants) and Mission Bay. Joseph Baerman Strauss’ lesser-known 91-year-old 4th St. bridge and it’s $400k fake counter weight along with Shit Creek was next up.
4th St. Bridge and Shit Creek.
From there we headed to Mission. We rode to Balmy Alley and listened to our guides explain some of the fantastic murals and history of the neighborhood. Each mural was inspired by Diego Rivera and WPA murals. Balmy Alley has become a canvas for local activist artist to examine US foreeign policy in Central America and the issues pertinent to community.
Balmy Alley Murals.
A picnic lunch was set up for us in Mission Dolores Park with a picturesque view of the city. The park is a center for cultural, political and sport activities since the 1960s. No surprise that hipsters love it on the weekends.
Mission Dolores Park. Eat and Park. Wait, no. Park and eat.
Following lunch we headed down "The Wiggle" – a local bike route that minimizes the hills for which San Francisco is famous. The Wiggle lead us to the Duboce Bikeway Bike Mural by Mona Caron that depicts the broad spectrum of cycling from the bay to the coast.
Duboce Bikeway Bike Mural.
The official tour ended back at the hotel. However, I was on a bike perfect for some city riding and my legs still felt great. I was able to talk Jessica from Globe into taking me to see the Golden Gate Bridge. I’ve never been to San Francisco and by bike was a perfect way for me to get a vibe for the city. What better way to see one of this countries greatest landmarks! So we started our trek into blustery Pacific headwinds towards Strauss’ better known bridge seeing some sights along the way.
Alcatraz. (I’m not sure Magneto could have done it – the Golden Gate Bridge doesn’t look like it could reach that far…)
The Brooklyn Bridge… Nah, I’m just kidding.
That turned out to be a long day in the saddle and well worth it. After the ride it was time to settle in for some amateur and locally-made artisan foods. Across the street from the Good Hotel was a parking lot that played host to The Disposable Film Festival honoring S.F. Bike week and also the finish-line for the evening’s Alley Cat race. Before the sun went down and the films began, local culinary artists were invited to peddle their creations to hungry cyclists. Following the shorts, a couple drinks with my Globe and Specialized hosts was a great way to end a fantastic day.
The next day was the 16th Annual Bike to Work Day for San Francisco that celebrated some of the city’s newest innovations that are helping to make cyclists safer. Specifically, the segregated bike lanes on Market Street. I was able to prolong my stay to partake in some of the festivities. Energizing stations were set up around town to keep riders upright and help with basic mechanicals. Although one of the most bike friendly cities in the country, the Bay City has been facing a severe deterrent to implementing recent cycling legislation. A legal injunction a few years ago has left an impass to cycling related projects that could benifit the urban bike community. Despite this, San Francisco remains one of the best cities to ride in. The San Francisco Bike Coalition along with Mayor Newsom are hopeful that when the injunction runs out, a city-wide bike network will be in the near future along with several other projects. The Mayor’s hope is that S.F. will rival cycling capitals like Portland and Amsterdam.
Bike to Work Day press conference.
I came back from the left coast impressed. Not only was I impressed with the local support, on several different levels, for a cycling lifestyle – I was impressed with Globe’s apparent commitment to help sustain that lifestyle with purposeful products.Tweet Print
The Norco Vesta is my latest whip. Made of a crowd pleasing 525 Reynolds Chromoly frame with custom belt compatible drop-outs and tensioning system. Yep, that’s right, belt drive. The Vesta converts even the most square pedaling to quiet motion using the Gates Carbon Drive. It’s lighter, quieter, cleaner and longer lasting than a conventional chain. It’s silky smooth and becoming more and more common on several different types of bikes.
The Vesta will set you back $950, but with a Gates belt, disc brakes, drop bars, rack and fender mounts – the only thing this city crushing machine is missing is gears. So far the bike has been a lot of fun to ride and with the equivalent of a 42t x 17t gear ratio – there’s not much you can’t tackle. Full review coming soon in Bicycle Times. www.norco.com
Usually, this time of the year has me thinking about the summer event schedule for cycling. Each year I like to get together with some far-off friends and ride bikes in the spirit of camaraderie and group suffering.This year however is a bit different. I’m not really thinking about cycling events. I’m not looking at event schedules wondering what endurance races will make me question why the hell I want to ride a bike at 3am, in the rain. I’m not even worrying about training plans for the local race series (not that I have before).
All I’m excited for is some local singletrack and rail-trails. You see, I just got a new puppy. I’ve grown up with dogs, and since living on my own, I’ve always wanted another. My girlfriend and I just bought a house this fall and a puppy wasn’t far behind. Originally I was interested in a couple different large breeds. Leonburgers and Akitas were on my short list. I have strong animosity for most small breeds. I’ve always thought it wasn’t a dog unless it was up to your knee.
But the more I read about the breeds I was originally interested in, I began to realize they weren’t going to be great trail dogs. Hip problems had me worried. On top of that I couldn’t see my hundred-and-nothing pound girlfriend leash training a hundred-and-fifty pound dog. And she wasn’t too keen on the idea of cleaning up hand sized pieces of dog crap. Since the Akita was on the short list she suggested a Shiba Inu. It’s basically a scaled down version of an Akita and one of the oldest breeds of dog in the world.
This spring I have begun hiking with our new buddy, Royal Zero the Zombie Killer (Zero, for short), on the trails behind our Bicycle Times / Dirt Rag office. So far I’ve been really impressed. I’m no expert on dog training, so I’ve been doing some on-line research for training tips.
Mountain Biking with your dog links:
- The toilet might flush in the wrong direction but here’s some solid down-under advise about training your dog for the trails. It originally appeared in Australian Mountain Bike magazine.
- Should you Mountain Bike With Your Dog?
- Training a Trail Dog by Bruce Argyle
I can see using something like the Springer for riding rail-trails or bike paths, but think that it would be unsafe for dog and rider on mountain bike trails. At least the tight and technical singletrack that I like.
I suppose it comes down to how well your dog is trained. Like any obidience training, it comes down to time and patience. Also, the law. Most places that are great for riding bikes might not be too happy to see your dog off-leash. Check your local parks. Having your dog off its leash might be fun for riding, but you are risking injury to your friend, yourself and possibly a ticket.Tweet Print
While most bike companies are fighting over a small segment of the race-driven cycling market, Soma Fabrications has used the inspiration of everyday cyclists to create practical and simple products. The Soma Way is of individuality, simplicity and durability. And since Brave New World was a good read, I think it’s a little about pleasure as well. Soma sees their steel frames as a platform for cyclists to create bikes that fit their specific needs.
My Soma Double Cross DC frame was chosen after careful consideration and a long debate with a panel of Bicycle Times experts. It started with a goal of building a new commuting bike that was better-fitting compared to what I had been riding. I had a few criteria: disc brakes, gears, fenders, and drop bars. With those criteria I could have gone in two directions—touring or cyclocross. I chose cyclocross because of the slightly more performance-oriented geometry. Both of Soma’s cyclocross frames (the $400 traditional Double Cross, and the disc brake-ready Double Cross DC) have mounts for racks and fenders. The Double Cross DC frame offers all the features I was looking for.
My 60cm DC frame has all the eyelets and braze-ons of the regular Double Cross, and its cantilever brake bosses are removable. Tange Prestige heat-treated butted steel is used for the front triangle with a 72° headtube angle and 23.7" effective top tube length, while butted steel makes up the rear, creating a frame with 33.4" of standover clearance, all tipping the scales at 4.91lbs.
The rear hub spacing is 132.5mm, giving you the option of fitting wheels with either road- or mountain-spaced hubs by squeezing or spreading the rear dropouts. There is enough clearance for 700x38mm tires with fenders. My 135mm rear wheel with 140mm disc brake rotor fit without any problems. Just make sure you have enough foresight to use disc brake-compatible fenders, or be prepared with some spacers.
After a lengthy build process I couldn’t wait to ride the finished bike. Coming off of a stiff aluminum bike, the Tange steel felt great. The ride quality of the steel was quickly apparent as it dampened just enough of the road chatter to smooth out my commute. Although the steel dampens vibrations the frame is responsive and quick, transferring my energy to the wheels and not side-to-side.
I would have preferred full-length cable housing on this frame. For a ‘cross and commuting bike I thought it would be a nice feature, although hard to come by. The only problem building up the bike was with the seatpost clamp. Instead of the gap in the frame closing evenly, the edges curled inward. The seal wasn’t strong enough on the post and resulted in a slipping and gouged seatpost. I wrote off the problem as either a post on the narrow-tolerance side, or a seat tube on the wide-tolerance side. I used a different post and have had no problems since.
The Midnight Silver powdercoat has stood up well to the elements so far, and the purply-silver has gotten a few compliments on the street.
So far the Soma Double Cross DC has been terrific as a commuting bike and plenty capable on a cyclocross course. From my time on the DC it seems that Soma has rightly kept a finger on the pulse of cyclists and is offering durable, versatile and smooth-riding frames ready for wherever their riders take them. Company website: www.somafab.com
[Ed notes: This bike review by Matt Kasprzyk originally appeared in print in Bicycle Times issue #4. Photos by Justin Steiner. Subscriptions make these web reprints possible. Please consider clicking here and subscribing to Bicycle Times.]Tweet Print
I’ve recently renewed my membership to our local bike advocacy group. I hope most communities have an active organization who is a proponent of cyclists’ rights. They offer a great service to the cycling community by creating a voice loud enough for local governments to hear. Our bike advocacy group spends a lot of time campaigning for safer bike routes and bike parking ordinance. Of course they provide information for current bike commuters and utilitarian cyclists, but they also provide inspiration and resources for would be members of a cycling lifestyle.
Upon renewing my membership I received a handy little card in the mail along with some stickers, pamphlets and reflective discs, which I’m sure are meant for my bar plugs. As exciting as reflective discs are, the most informative bit of info included in the packet was the handy little card. On this card are recommended steps for what to do if you’re in a crash. Especially one with a motor vehicle. Although cycling accidents are statistically uncommon, it’s reported as the single largest impediment to getting more people on bikes, according to bicyclelaw.com. Here’s a list of what to do.
1. If you are in pain, stay put. Don’t try to move. You could end up injuring yourself even more
2. Call 9-1-1 or tell someone else to do it for you.
3. Make sure to get the driver’s a) Name b) License Plate c) Insurance Info d) Contact Info. If there are any witnesses, get their name and contact info as well. Although you may be injured and incapacitated at the accident scene, that is your only chance to identify the motorist who hit you and the witness(s). After the ambulance takes you away, you will never get another chance to obtain this. It is not uncommon for the police officers to fail to get this information after the victim has left the scene. Ask someone to write down the tag number and their own information and give it to you, or put it in you pocket.
4. Get a police report to officially document the crash. Police are REQUIRED to create a report if a participant in the incident is injured. An injury, no matter how small, may be the only way to guarantee a police report. You will need one if you seek legal compensation for medical bills, etc. Do not take minor injuries lightly. It is recommended that you either go to the hospital immediately or visit a doctor soon after the incident. They can check for a concussion and other less obvious, but serious injuries.
5. Contact a lawyer.
6. Contact your city councilperson and tell them your story and that you want safer cycling conditions in the city.
More info can be found here: bike-pgh.org.
It’s regional but provides great links and common information.
Here are a few other resources from a quick search on the web:
I like design. And last week the crew here at Bicycle Times spent a few days talking about the future of our mag while planning how to get there. This past year our junk has tested the water and it’s time to drop into the proverbial hot tub of our identity. As I type this I can’t help but be fascinated with the characters the tapping of my fingers are creating. I realize I’m likely among the vast minority who will read this blog and share the interest, but I think there are some strong parallels with typography and bike design. Not everyone is as lucky as I am to have witnessed type being created. But most of you have seen a bike geometry chart.
Although it’s often subjective, good design is apparent as soon as you see it. “The genius of seeing that which is so evident as to be unseeable.” That elusive aesthetic that seems so natural once we see it is often a timeless quality. Like a Schwinn Phantom or Helvetica or Garamond. Although functional they have become a model of design. Each created for a purpose, but have been developed into timeless standards.
I’m excited for the coming year and all we have challenged ourselves with. Hope you are too.Tweet Print
Raleigh’s pale green Alley Way turned a lot of heads in Las Vegas this year. More companies seem to be throwing a leg over the idea of practical commuting or town bikes. The Alley Way is a new addition to Raleigh’s lineup for 2010 that makes few compromises between form and function.
The frame comes in Small, Medium and Large. It’s made of Reynolds 520 butted steel. The Large I was riding had an effective top tube of 620mm, a head tube angle of 71 degrees and seat tube angle of 73 degrees. The seat tube was 495mm long with a generous standover clearance of 826mm, which made mounting and dismounting easier. Nothing surprising with the geometry, and with the swept 700mm handlebars, it created a comfortable, more upright riding position that was perfect for cruising around town.
Raleigh added some great features to the Alley Way. Some of the most notable are the matching pale green fenders and custom handlebar/stem combo. The stem and handlebar is a one-piece integrated chromoly design. The bike’s fork has both rack and disc brake mounts, and attached to those disc brake mounts are Shimano BR-M416 disc brakes with Tektro levers
Aside from the near timeless design of the frame there is more to pique your interest. The Alley Way features a Shimano Alfine 8-speed internal hub powered by a Gates Belt Drive. The drivetrain system claims to be maintenance free and perfect for the grab and go bike. A Brooks B-17 saddle along with leather grips certainly add to this bike’s aesthetic appeal while Vittoria Randenour Cross tires with reflective sides add to your safety. And probably the most underrated feature has to be the integrated bell on the left brake lever.
The Alley Way is a smooth and quiet ride. The 8-speed internal hub was plenty capable and very convenient. Being able to change gears without pedaling at traffic lights was a welcomed feature. Disc brakes will of course give you fewer excuses to drive your car when the weather isn’t ideal. The Brooks B-17 saddle and leather grips exude style and class. Raleigh’s pale green integrated stem and handlebars along with the coordinating fenders exemplify a subtle elegance that is undoubtedly European inspired. The bike was even featured in this year’s Urban Legends Fashion Show.
The Alley Way is a beautiful example of a bike that melds old world style with modern technology. It rode as smooth as it looks. The internal 8sp hub shifted clean and quietly with a wide enough range of gears that made starts easy and cruising quick. Tectro levers and Shimano mechanical discs worked flawlessly during the short test period.
The Gates Belt Drive was of course quiet. Working with the Alfine hub, the drivetrain was noticeably smooth and seemed efficient enough. I can’t remember any squeaks during the couple days of riding and tension never slackened.
My only qualm about the Alley Way is that it looks too good. If that was my bike I would be nervous everywhere I parked it. At the Mandalay Bay crits the bike was scratched a little when it was grouped to lock. If Raleigh sold matching replacement fenders and the handlebar-stem combos I’d feel a whole lot better about parking it around other bikes. Although I’m not sure I would use this for my commute, I sure wouldn’t mind having this in the stable for rides around town for a morning scone and coffee, or to a farmer’s market with some nice tweed panniers.
More information at www.raleighusa.com.Tweet Print
I admit, this might be considered more of a Dirt Rag topic, but after spending some time searching for opinions on my new bike’s trail issue, I found that much of the geometry concerns apply to other forms of cycling as well. Recently I sold a frame and kept the suspension fork that was designed for the frame. (I tried to get rid of the fork too, but it kept coming back to me.) So I did some service to the fork and figured I’d try it out with the new frame.
As many of you probably know, a lot of thinking goes into designing a bike. All those angles and geometries and ratios are designed for specific results. This means that certain measurements and angles will have an affect on the handling and ride characteristics of a bike. This is one of the main reasons to buy a bike suited to your needs. Touring bikes really aren’t great race bikes. Largely because of math.
Here’s my situation and inspiration for this great experiment. As I mentioned, I have a new frame. The suspension fork I’m using with this new frame was designed for a different bike, with different geometry. There are a lot of variables and numbers here. The fork is 100mm of travel with 51mm of offset. "Fork offset influences geometric trail,which affects a bicycle’s handling characteristics. Increasing offset results in decreased trail, while decreasing offset results in increased trail."
Kogswell has a nice front end geometry calculator to help illustrate these principles.
The new frame I’m riding is designed for a suspension fork with 80mm of travel and 44mm of offset. Using the above measurements of my fork it’s easy to see that I’m increasing the travel and the offset. So what is this going to do to the ride? Well, using the handy trail calculator linked above we can plug in the numbers. It’s easy to find the headtube angle of most bikes. I hope that all bike companies have websites by now, and most will have geometry charts for their bikes. My frame has a 72 degree headtube when used with an 80mm suspension fork with 44mm of offset. BUT, my fork is 100mm of travel and 51mm of offset. The front end will be raised 20mm, which will reduce the headtube angle.
That’s the first concern. How does the reduced headtube angle affect the handling of the bike. Generally speaking, a steeper angle (higher number) gives quicker handling, especially at lower speeds. A slacker angle (lower number) is more stable at higher speeds and less “twitchy.” So in my case, the added travel reduced the angle by 2 degrees, slowing down the steering. I also have the increased offset, and this is what I hoped would be my saving grace.
According to Dave Moulton’s Bike Blog, trail assists steering. I hoped that even though I have decreased the headtube angle of my bike by raising the front end 20mm the increased offset would give me a similar trial number. So the million dollar question: Does it matter how you arrive at less trail? Offset vs headtube angle.
This isn’t merely an off-road concern. These are geometric principles which have been concerns of frame builders for over a century, and not just self-propelled frame builders. Motorcycles are also affected by these principles. A loaded front end when bicycling touring will also require a different geometric set up for predictable handling. Most modern forks, either suspension or rigid have offset. All those numbers mean something on any given bike’s geometry chart. When buying a bike it’s important to understand what they mean, and if that math will help give you the ride characteristics you are looking for.
You might be asking how my bike rides. A little too early to tell, but one ride on it, and I hit a tree.Tweet Print
So ya… I’d be way off point if I said nothing has happened with this bike build.
Since my last post I have all but wrapped the bars. In this post I’m just goin to talk about some of the problems I’ve run into during the build. I have a few new pics to share as well.
Going way back to the previous post there was a sweet shot of the bike in the work stand down in the DR/BT basement. In that shot, my DC is sporting some RaceFace Cadence bars. Those have been since swapped out. Nothing wrong with the bars. I actually think their compact reach would have been rather nice. They were switched because they just weren’t wide enough. The bench-mark measurement for road bar width is the width of your shoulders. I was seduced by the reach and thought I could get away with a narrower bar. As soon as I sat on the bike I knew I was wrong.
In place of the Cadence bars I mounted some WTB Mountain Road Drop Bars. Featured here.
These have a comfortable reach and 30 degree flair to the drops. So far they have offered a comfortable variety of hand positions and they aren’t even wrapped yet. The bars also add a unique aesthetic quality. This isn’t an off-the-rack bike and the WTB bars help add a bit of personality.
Next mistake has been the fenders. Not that fenders are a mistake, and surely not the SKS fenders I picked up. The mistake was my hasty decision that left me without disc brake mountable fender stays. A few spare parts from the dresser drawer in the shop along with a bit of elbow greese got me out of this minor set back. Buying components and speccing out a bike is pretty fun. I guess I just was too hasty in my trigger-pulling and bought the wrong fenders.
To fix the problem I used a longer mounting bolt and some spacers. The spacers were just forgotten bike parts laying around the shop. The fender stays were then given a slight ‘S’ curve bend to clear the disc brake calipers. Usually all manufactures do is throw in some spacers to solve the problem anyways if you get disc brake specific fenders, so it really wasn’t a unique fix. Luckily the SKS fenders came with long enough stays before trimming to accomodate my bends.
As mentioned with #1 and 2 of these posts was an issue of chain line. Well I kinda ignored the concern… Maybe ignore isn’t the right word. I chose not to worry about it. For up front I bought a FSA Gossamer double compact cyclocross crank set. In the back I have a 10 speed road cassette. When it’s time for some cross I’ll have to grab a lower geared cassette, but for commuting the 36×46 in front with a 11-23 in back is all the gearing I need, even in Pittsburgh. I admit, I do have some chain rub on a couple gear combos, but I’m not worried about it. They are combos that you really should be in, like small to small.
I have a lot left to cover and bunch more pics to take. On tap for next time will be an introduction to my lesser known shifters and deraileurs, how I ran full-length brake housing, seat post issues, and lots of pics of a finished bike.Tweet Print
It’s been almost 2 months now since I first recieved the Soma Double Cross frame. Finally, it is starting to look more like a bike. From my first post you may recall that there were several build issues that I was starting to become concened about. Well, instead of pussyfooting around with what-ifs and practicalities, I made some decisions hoping to ride a new bike this summer.
Our friends at Cane Creek helped me out purchasing a 110 headset that was recently reviewed in Dirt Rag #142. That is probably the most sensible item I’ve picked up for this bike so far. 110 year warranty!? That will be smoothly turning corroded forks long after the zombie apocalypse.
The bars and stem where some of the most affordable items I’ve grabbed and have helped keep me in the black. There are of course benchmarks for bike fit, many of which have been discussed around the office (or lectured). Without actually being able to sit onthe bike and ride it, best guesses were made. I picked up a compact drop bar. Some of the critiques common of drop bars is that the lower hand possitions are too low. Raising the bars so the drops are comfortable then makes the brake hoods too high. A compact set of bars, with a shallower reach, will hopefully make for a larger variety of comfortable hand possitions. In hindsight, I wish I had chosen wider bars. But again, won’t really know till I can ride the bike and there isn’t much money invested in them anyways. Same with the stem. Not sure about the length so I grabbed an inexpensive 100mm 84/96.
The versatile Soma Double Cross DC frame has a 132.5mm rear hub spacing. Right inbetween a mountain bike (135mm) and road bike (130mm). This almost gives you too many options. Hense my previous concerns about chain line. This is primarily goin to be a commuting bike which I’ll be riding for a few cyclocross races.
I decided to go with a FSA double compact 175mm cyclocross crank and external bottom bracket. The thought is to use STI shifters with a 10 speed derailleur, cassette and short pull road disc brakes. Make a few decisions, and mistakes, so I can get on with the build. If it doesn’t work just right, I’ll change it. I’m hopeful that the 46/36 gearing up front with a 10 speed cassette will offer a comfortable range of gears that will actually get used. If anything I’ll lean towards the lower end since it seems like the majority of the commute is uphill.
Road bikes and disc brakes aren’t exactly synonyms, but luckily Mavic was able to help out with their Speedcity wheel set. Designed to be used with 26" mountain bikes as commuter wheels, these 700c disc or rim brake compatible wheels might be the perfect solution to a possible chain line issue. The Speedcity wheels are decently light tipping our scale at 1140g/970g with skewers. They are likely to be a great addition to the build. Here’s a link to some info and look for a review in an upcoming Bicycle Times issue. http://www.mavic.com/road/products/speedcity.995625.1.aspx
Right now I’m waiting on the important stuff. Hopefully I’ll be able to update this blog soon with more info on the fit of the bike and the problems I’ve run into. Summer’s here and I’m looking forward to spending time on this bike.Tweet Print