Diamondback has offered up some pretty impressive aluminum bikes over the last few years, but now it’s added lightness to the Haanjo line of adventure road bikes with three carbon fiber models.
In the beginning, road bikes had 700c wheels and other bikes had 26-inch wheels. But as the lines between bike categories have blurred, so too have the wheel size options. As such, the Haanjo can fit either a 700×45 wheel and tire or a 27.5×2.1 mountain bike setup for even more aggressive adventures.
One detail worth pointing out: the carbon fork uses a 12 mm thru-axle, the new road standard, so you can’t slap in any old mountain bike wheelset—unless you find one with replaceable and compatible end caps.
The Haanjo line also consists of five aluminum models that start at just $700, including two flat-bar versions.
Haanjo Trail Carbon
- Shimano Ultegra 2×11 drivetrain with SRAM Rival crankset(?!)
- Shimano RS685 shift levers
- Shimano hydraulic brakes
- Schwalbe G-One 700x40mm tires on HED Tomcat wheels
Haanjo Comp Carbon
- Shimano 2×11 105 drivetrain with FSA crankset
- TRP mechanical disc brakes
- Schwalbe G-One 700x40mm tires on HED Tomcat wheels
Haanjo EXP Carbon
- Shimano 3×9 drivetrain
- Bar-end shifters
- TRP mechanical disc brakes
- Schwalbe Smart Sprint tires on 27.5 HED wheels
Eric Porter and friends ride from Reno to Nevada City on the new Haanjo. Watch for more from this adventure in the next issue of Bicycle Times.
What’s your take?
What do you think? Do drop bars and “mountain bike” wheels + tires belong together? Let us know in the comments below.
Let me tell you, few things make quite an impression as seeing one of these in person. The Carbonara fat bike fork is the second major product release from Lauf, after the Trail Racer mountain bike fork, first for 29ers and then for 27.5. Hailing from Iceland, Lauf is a small company dedicated to bringing its radical design to market, and so far these suspension forks are its only product.
The very sight of the Lauf design usually results in the peanut gallery unloading in the comments section of its favorite social media network or making jokes about the brand’s name.* Mountain biking wouldn’t exist without experimentation, so hat’s off to Lauf for trying something new.
My first impression after taking it out of the (exceptionally nice) packaging is that it resembles something Ripley blasted out of the airlock at the end of “Alien.” The fork weighs 1,144 grams with the included, bolt-on axle and tapered steerer tube. It has a 494 mm axle-to-crown measurement and uses a 150 mm hub. It retails for $990 and is available stock in white or matte carbon (pictured). For $100 extra, you can order one custom painted in one of eight Pantone colors.
It works by using a dozen S2 glassfiber plates that flex to allow the axle to move vertically. The Carbonara has 60 mm of travel, and there are bumpstops integrated into the design so you can’t overdo it. I haven’t been able to bottom it out in normal riding. Lauf says the resistance is progressive, meaning it moves more easily through the first third of its travel than the last third. The springs slot into the carbon fiber chassis and are bonded in place, and Lauf says it took thousands of trial-and-error samples until they got the desired flex just right.
The Carbonara is available in two stiffness tunes for the leaf springs: one for riders under 187 pounds and one for riders over 175 pounds. Yes, they overlap. It’s not a weight limit, but more of a guide for how you want the fork to perform. The benefit of such a design? Zero maintenance for one, and no performance degradation from the cold. I’m led to believe it gets cold in Iceland.
I’ve mounted it up to my trusty Salsa Mukluk (which has had approximately 258 different build setups at this point) and we’re headed out to see what it can do.
*If you’re still making puns substituting this brand’s name for “laugh,” please stop. That joke is over. It’s the bike industry equivalent of people making “Seinfeld” references in regards to my last name.
The Madone has been the staple of Trek’s elite road bike lineup since the Armstrong era, and while you’ll still find it in Trek retailers, a new model has surpassed it as the lightest production bike Trek has ever built. The new Émonda line shows what Trek’s decades of experience building with its OCLV carbon fiber can create.
Weighing in at just 14 pounds as tested, the bike is in a category that simply needs to be experienced to be believed. As bikes get lighter, each additional pound of weight shaved off represents an even larger percentage of its mass. and while knocking five pounds off my mid-section might help me get to the top of the climb just as quickly, a bike this light has an instant tailwind.
While the Madone is still the out-and-out aerodynamic race bike, the Émonda was designed to appeal to a broader range of riders. While not everyone is pushing a bike hard enough to enjoy the aero benefits of the Madone, everyone can immediately notice a lighter bike. To ensure everyone can enjoy one, the Émonda is available in a remarkable 16 sizes with two different fit profiles from 47 cm to 64 cm, not including the Trek WSD women’s specific sizes.
The simple white-on-black paint with gold accents of the Émonda SLR8 recalls the John Player Special livery of the 1970s Lotus F1 cars. While most modern bikes have crazy aero shapes and bizarre curves, the Émonda has a handsome, traditional look to it. And just like Lotus race cars have done for decades, the Émonda gets its advantage from “adding lightness.” A bare Émonda frame weighs a ridiculous 690 grams. That’s less than a full water bottle.
I was expecting a super rigid ride to go with the stiffness and weight, but when out on the Émonda I was often checking to see if I had a low tire. The ride is taut yet refined—it sends enough of a buzz through the frame to remind you that you are on one heck of a fast bike, but it remains remarkably poised over impacts like potholes. Last year I rode and reviewed Trek’s spring classics-inspired Domane model, with its unique isoSpeed decoupler system, and while the Émonda isn’t quite as supple on rough roads, it is darn close.
Climbing is what the Émonda was born to do. Every meager watt I can generate goes straight to the road through the bike’s massive down tube and BB90 bottom bracket. The full-size 53/39 crankset is clearly meant for racing, but the 11-speed 11-28 cassette gave me plenty of range to tackle the local hills.
What goes up must come down, and the Émonda responds to corners with a razor sharp response, but settles in once it spots the apex and sets an arc. It can’t quite match the glued-to- the-road feeling of the Domane, but it can change direction remarkably quickly. Controlling the descent is a pair of Shimano’s dura-ace direct-mount calipers, which require a specially designed frame and fork to mount. They’re likely the finest rim brakes to ever see the road before disc brakes inevitably take over. The rest of the Dura-Ace running gear works as flawlessly as a Swiss clock, though i do think the throw of the cable release levers is a bit long.
The SLR8 model comes equipped with Bontrager’s RXl tubeless-ready wheels, with a generous helping of carbon fiber in the XXX OCLV handlebar and Paradigm RXL saddle, which certainly looks intimidatingly slim but is in fact remarkably comfortable.
As the keystone model in Trek’s road bike lineup for the foreseeable future, the Émonda is likely to reset riders’ standards of just how good a modern bike can be.
- Price: $7,880
- Weight: 14 pounds
- Sizes: 16 sizes, plus women’s specific models; size 62 H1 tested
The Jamis Renegade was one of a handful of interesting adventure bikes that caught our attention at this year’s Interbike show. The Renegade brings a healthy dose of technology to Jamis’ line of adventure bikes, which had been anchored by classic steel touring bikes like the Aurora and Bosanova.
Two models of the Renegade will be offered; the $2,399 Expert and the $4,199 Elite. Both bike utilize the same frame geometry, but are constructed with different carbon fiber raw materials and spec’d with different components.
On paper, one of the most interesting aspects of the Renegade is the attention Jamis paid to the frame’s geometry. Jamis’ goal is to provide consistent ride quality across all sizes of the Renegade. In order to do so, it is producing bikes with three different fork offsets, three different bottom bracket heights, and three different chainstay lengths.
Smaller sizes have shorter rear center lengths, lower bottom brackets, and slacker head tube angles with more fork offset to reduce toe overlap. As frame size increases, the chainstays lengthen, bottom bracket gets a little taller, and the headtube steepens while fork offset decreases. Since I’m unable to ride both a 48cm and 61cm frame in addition to my size 54cm, I can’t weigh in on the results first hand, but I will say all of these moves make perfect sense conceptually.
But, as interesting as all that tech might be, I was excited to get my hands on the Renegade and see how this technological wonder felt on the road. It’s been a while since I’ve ridden a fancy carbon road-ish bike with components on the high-end of the spectrum, and I’m simply blown away by the Renegade’s performance. It’s fast and responsive and all the components work like a dream. I’m afraid I’ve become awfully spoiled by the Renegade’s Shimano hydraulic disc brakes. The power and modulation are simply incredible. The Ultegra-level, 11-speed drivetrain is equally impressive. Shifts are super quick regardless of the situation.
Let’s delve into some of the interesting specifics of the Renegade…
Jamis’ Enhanced Compliance Offset (ECO) fork sweeps the fork blades forward a bit more than usual to increase vertical compliance, but rearward facing dropout maintains the desired offset. Just below the 12mm RockShox Maxle thru axle you can see the removable fender eyelets. Due to the forward location of the fender eyelet, the stays of some fenders will not be long enough. Only two of the four stays on my new Planet Bike Cascadia ALX fenders (sold separately) would reach, and even those are a stretch.
The rear fender and rack eyelets’ location is more traditional, making fender fitment much easier. Note that burly mounting interface for the rear brake.
These shiny aluminum fenders look awesome on the Renegade. Kudos to Jamis for producing a performance bike with practical details like rack and fender mounts.
Speaking of burly, the Renegade’s EVO386 bottom bracket is massive. Fortunately it provides a very stiff pedaling platform.
I swapped the stock 100mm stem for a 90mm to shorten up the reach just a little bit. The Ritchey Comp Logic Curve handlebar has a nice bend, but I can’t help but yearn for a handlebar with a little bit of flair on a bike like the Renegade.
Internal cable routing keeps things tidy and clean.
So far, so good on this test, but I’ve only been on the bike for a couple of weeks. Stay tuned for the in-depth review in an upcoming issue of Bicycle Times Magazine. Support us by subscribing to the magazine or our weekly email newsletter. Either way, you’ll have all our best content delivered conveniently.Tweet Print
There is little doubt that has—quite literally—reshaped the mountain bike industry. You can get carbon anything these days: frames, rims, handlebars, brake levers, stems, seatposts, cranksets, chains… ok, maybe not chains, but the Gates Carbon Belt Drive is pretty close.
And while it makes for an excellent structural material, like anything you ride hard, things can break. When you drop three months salary on a new mountain bike (what else would you spend that kind of money on?) it can be a bitter pill to swallow when you realize even the strongest carbon fiber has its limits. That’s where Ruckus Composites comes in.
With more than a decade of carbon fiber repair experience, Shawn Small and his team have made repairing or reviving carbon frames an art form, with exacting OE-style refinishes and modifications to carbon frames.Tweet Print