1 Some believe it or not's...

Is this the best kept secret in the bike industry??! Bottecchia's Ergo light carbon frame weighs a scant 850 grams! The price on some retail websites, such as Fat Birds of UK is a mere 1160 Euros. Do the math, that comes out out to about 1650 dollars!! Where in the U.S will you find such a price for such a light frame?? Let's not talk about Scott Addict's prices!

Analyzing the frame a bit closely, we find out its nothing but a HCR Scuro 3k modulus carbon from Dedaccai, the Italian tube maker. The picture below shows it all...


Here's another one, Ribble bikes of UK likes to put their badge on the same frame as well, interestingly. Retail for just the frame is just 676 Euro, or 958 dollars! Wow, price matches the weight! Sweet.. So same frame, but 600 dollars cheaper! Now if only one could remove the decals... ah! Accidenti..!



As to how this frame functions, stiffness vs comfort, etc... no one knows. Do your own research now haha...

Btw, another pic I stole from an Interbike showsite. A new saddle from Selle Italia...

'Ouch' is the only word I can muster...

0 Bike Testing for you, So you won't have to do it..

This company's business sounds like a great idea. They take bike components or frames and do tests for bending, stiffness, bearing friction, torsion and other destructive and non destructive types. If they have the item you wish to test with them, they'll take it from their stock, else you'll have to mail yours to them. Either way, they do what you ask them to do. After the tests are done they sent you a personalized report with results and how the numbers compare to other components. The whole concept sounds awesome. No more will one have to rely on "junk science" from the marketing folks, or hunt for websites having something said about your item in objective terms. Or even waste time and money doing it yourself.

However, after many tries of contacting the people at the company I have given up. Should any of you know if they still exist, do get in touch with me.

2 Lew with some leud prices..

Hot at Interbike! The wheels having the highest stiffness to weight ratio in the whole bike industry. Lew Wheels. Will set you back 15,000 dollars for these babies, that weigh 840 grams per pair. Again, what do you want? An HDTV or a pair of wheels? E una decisione difficile, vero?

2 Ivan for the Tour de France!

Presenting..... the 2007 U.S Crit Champion. Ivan Dominguez from Cuba, from the Toyota United Cycling Team.

I want to watch this guy take on Tom Boonen and Zabel in Europe. Definitely one of the top sprinters in the U.S.

0 Just in!

Just in, and late!

1. SRAM plans to acquire ZIPP.

2. Do you need a 1000 dollar rear derailler for your bike from Lightweight.de? Think about the weight reduction, better performance, "stiff yet complaint". Sell your HDTV and buy this today! Hurry!



3. Best of all. Just read that WALMART is selling a high end Italian bike, assembled in Italy. The Corsa FC! Atleast now you don't have to bow down your head in shame before purists who loathe walmart bikes!

0 Carbon belt drive

Interbike 2007, the biggest bike expo is under full swing in LV at this moment. I've been following the coverage from a number of online bloggers. Interesting picture of a belt type drive system by a company called Carbon Drive. Rumor is that these belts are the same ones used in Ducati motorcycles (whats with the cycling world and Ducati, Zipp likes to rave about them) and have an expected life of 8000 miles! The prospects of not having to change your chain, or 'belt" for that long sounds attractive, however weighing of life vs cost is still to be seen. Here are more super cool pictures of this bike. Something I'd like to see and question is how the belt holds up to the crankset rack or teeth. How is it prevented from slipping towards the frame?

If you like to see all the gear being shown by companies at Interbike, visit Bicycle Design blog (under my favorite links) or Bike Hugger or even Bike Mag. There are number of sites out there and a google result could have them all.

0 Its all here!

The perfect handling bike. How is it acheived? Considering all other factors are a plus (great tubing and geometry, front to rear weight ratio etc) its all in the head tube angle and trail.

1. More trail, more stable handling, especially straight line riding. The input from the user will have to be slightly more to make steering changes.

2. Very less trail, extremely twitchy steering and near instability. You'll probably see the bike wanting to turn on its own with no hands riding. Not too sure.

The perfect handling bike has a trail somewhere between these two extremes. The range you can work with are :

1. 40 to 55 mm for fork rake.

2. Corresponding trail from 40 to 55mm. According to Calfee's website, "57mm of trail is considered by many to be an ideal combination of stability and agility.' Some say a trail of 59-60mm (5.9-6.0cm) gives the best handling.

Most racing forks today are carbon fibre, having between 43-45mm of rake. So I'm thinking that given those two contraints, find out what the head tube angle is for your frame and the corresponding trail generated by plugging in 43mm and 45 mm. You can make an EXCEL spreadsheet if you want. I would just get a protractor from a geometry set and a ruler and draw it out on a paper to know whats really going on. It is important to get a matching fork for your head tube angle to get a good trail for racing. Some people often think that a fork is just another component like a seat post or brake callipers that one can just toss on. Not really true with forks.

Ce vediamo!

0 Design and Test your own bike - From NPL!

This cool and simple UK web project, called THE BIKE, offers one tools to design a frame with your own numbers for cross sectional width, height and thickness for the tubing. Then you take it to the next level where it shows you how it performed in bending tests. A database of materials helps you compare these numbers. Awesome I think, even though it doesn't make up for all types of materials used today. I like the material database feature. It gives you a quick glance at the properties of today's frames materials. As an engineer, I savor this information!

0 True Temper Steel tubing

LINK :

As supplied to a bicycle manufacturer, they are straight gauge. Bicycle frame tubes are joined by welding, brazing, or braze welding (also known as fillet brazing). Most BMX framesets are welded, as are several brands of off-road clunkers. But most good road bicycle frames are joined by brazing. And most tandem frames are joined by the braze welding technique. Brazing bonds tubes together by heating the joint to a suitable temperature, then introducing a non-ferrous filler metal. The filler metal, usually copper- or silver-based, must melt at a temperature above 840 degrees F, but below the melting point of the base metal (i.e., the tubes). Molten brazing alloy is sucked into and distributed throughout the joint by forces developed by close-fitting surfaces, called capillary forces.

Braze welding is similar to both brazing and welding. Like brazing, braze welding uses filler metal to bond the tubes together, but the filler metal is built up around the joint like a weld bead rather than being distributed into it by capillary forces. Braze welding simply involves getting the joint hot enough so that the filler metal will stick to the tubes and hold them together. Unlike welding, the base metal is not melted. Each tubing manufacturer recommends a maximum brazing temperature, as shown in Table 3. They feel that higher temperatures will jeopardize the strength of the steel tube. If this and a few other recommendations are followed, the manufacturers guarantee their tubes against failure.

But many, if not most, experienced bicycle manufacturers and frame builders neglect recommended brazing temperatures. They've discovered that tubing failures are uncommon, even when they braze at temperatures well above the recommended limit. Another reason manufacturers exceed the recommended limits is to make production more flexible and economical. If they were to conform to the recommended temperatures, they would have to use a silver brazing alloy which contains 45 - 50 percent silver and is just too expensive and time consuming. It's really the skill and technique employed in the frame building process that determines the integrity of the brazed joint. However, Tl Reynolds won't distribute their ultra-thin 753 tubing to any frame manufacturer that won't follow recommended brazing techniques. Reynolds specifies a brazing temperature of 1200 degrees F or below for this tubing. They're concerned that higher temperatures will create a weakened area in the tube.

Figure 4 shows the results of some work comparing the location of the softened zones produced by brazing at about 1200 and 1700 degrees. Notice that when brazing at 1200 degrees, the tube is softened up to about 7 mm behind the lug, while the higher temperature softens the tube at a point about 22 mm behind the lug. In each case the softened zone is normally well within the butted section of the tube. But it's possible that when sizing tubes, some frame builders may have to cut off a good portion of the butted section. If they then use a high brazing temperature, the softened area may form past the butted section in the tapered section or even thinner straight gauge section of the tube. This puts a weak spot in the tube in an area of the frame that may not be able to take the stress.

Conforming to Reynolds' temperature restrictions requires brazing 753 with low-temperature, high-priced silver brazing alloys. But some frame builders prefer to use these alloys on all frames they build, even when they don't have to. There are several reasons why they choose to do so, although there is less validity in some than others: -Lower temperatures cause less distortion of the tubes, so less post-brazing frame alignment is required, along with the tubeset's integrity remains intact. It's easier to braze with silver brazing alloys. This is true; silver brazing alloys flow better into a joint and there are fewer problems during brazing and with post-brazing cleanup. -Silver brazed joints are stronger. This is not true; joint strength depends on factors other than just the type of filler metal. The main factor is where the tubes soften, which is temperature dependent. Silver brazing places the soft spot closer to the joint. -Frame repairs are easier to make on frames that have been silver brazed.

This is true; less heat is needed to remove damaged tubes. Low-temperature silver brazing is a sales feature. No doubt about this. Many hand-built frames are regarded as jewelry by their owners. To say that the frame is silver-brazed adds to the mystique. It is also easy to strike fear into a customer with talk of the dire effects of heating steel tubes to orange-hot when brazing with brass filler. But Figure 4 clearly shows that higher temperatures only push the softened zone farther back from the joint and actually detract less from the yield strength of the tube ahead of the softened zone. This is not a problem if the right tubeset is selected. Most frame tubing is not nearly as finicky as Reynolds 753. In fact, the only reason that 753 needs special care is that it is so thin, not because it is any special sort of steel. (Table 2 shows that 753 is the same alloy as 531; 753 just has a different heat treatment.) Columbus Record tubing, for example, is just as hard to work with because its walls are also very thin. All tubing listed in Table 3 is plenty strong if the tubing gauges are sized correctly for the intended rider. This is why I included the tubeset weights and maximum rider weights in Table 4.

A frame built from Tange Prestige tubing will give a great ride to a sub-150-pound rider, but the same frame in the hands of a 200 pounder will be too flexible and may actually fail in use. Heavy riders need heavy gauge tubing. Since all the steels are very similar to each other, it is hard to pick favorites. Yet people who have ridden a number of bicycles made from different brands of tubing often claim that one brand of tubing is more rigid than another. This is not true; rigidity of steel tubing is a function of its outside diameter, wall thickness, and length. And since the outside diameter of tubing is fairly standard, a frame's rigidity will depend only on the thickness of the tubing and frame geometry. Thicker tubes resist bending simply because there's more metal there; short tubes bend less because forces act over shorter distances. So for equal lengths, gauges, tapers, and frame geometry, a frame made of Columbus SL tubing will be as rigid and ride identically to the same frame made from Ishiwata 022.

Even though many new types of tubing have been introduced in recent years, the steels used to make them are nearly the same as those used for the last 40 years. I think that is surprising, considering how much more we know about steels today. What have changed over the years are the types of heat treatment and the manufacturing processes used to impart impressive before-brazing strengths. Reynolds 753 and Tange Prestige tubesets are examples of tubes whose chemical compositions are the same as sister tubesets (Reynolds 531 and Tange Champion, respectively), but have different microstructures because of different heat treatments. Their increased strength allows them to have very thin walls. However, you may notice that Tables 3 and 4 list other tubesets with walls as thin or thinner than these (Columbus Record and Ishiwata 015, for example), which aren't any stronger than thicker grades in the same quality product line. These tubes have proven themselves to be reliable performers (within the limits of their intended use), so the justification for producing exotic tubing like Reynolds 753 and Tange Prestige out of standard alloys with current manufacturing techniques can be called into question.

All this information about tubesets, and your new knowledge about their virtues will help you understand why I am working with True Temper and Henry James. The consistency of manufacturing that this company has for their product will give consistent results in the final product. Also, if I cannot receive the proper materials that I have ordered, then time constraints can ruin a project. Hence the reason I have chosen Hank as my supplier. His attention to this concern helps the experience be more pleasurable. I want you to know that just about any tubeset (steel) is available and if there are certain needs that you have just let me know!

0 How to cut a carbon fork steerer

Ever wondered how to cut a carbon fork steerer to the length you want?

This neat little presentation from Alpha Q and BikeMan shows you how. Click Here.

0 Landis officially NOT a Tour Winner

Oh, as of yesterday, Floyd Landis of the United States lost the arbitration ruling, and the Tour de France 2006 title. According to LA Times, there were numerous errors on the part of the lab, but a panel of experts voted 2:1 against Landis. Sad..

Here are some interesting viewpoints on this whole affair from Belgium Knee Warmers.

0 Cycling comics

0 Marketing contradizzione!

When you're bored and want to amuse yourself, put two cycling companies together, visit their websites and try and come up with contradictions. I mean, this is, if you're REALLY jobless. Its fun for me though. Sigh, non ricordo!

An instance.

Probably half the cycling world already knows that the MET Stradivarius199 helmet is one of the few around that is sub 200grams. If you don't, you're not wasting enough time on the internet! C'mon!!!

So then if you look at Specialized's webpage for a S-Works helmet, you get this marketing bull crap.

Perfect for performance-minded riders and racers, the S-Works 2D is the lightest helmet in the world, hands down, weighing in at a mere 225g (size medium). The 2D pays attention to details that other helmets miss, from its extremely minimal weight to increased ventilation, comfort and effortless security. Every component has been redesigned, from the weight-savings patented construction to the details of the fit system, retention system, webbing, U-Turn and even the buckle.

Oops, sorry Specialized. You're way off your target for the lightest helmet.

Don't get me wrong, both helmets are equally cool looking. But c'mon, who are they trying to fool? At a gram below 200g, how much tolerance is there in the error? Seriously, some marketing folks are pure fools. Making broad claims is one thing, backing it up is another.

0 Racing addictions

Oh well, I guess I'm going to wrap up my season. Sto cosi cosi! Tell you what, riding to school in my Trek T1 fixie is so much fun. I get a load of comments on the bike as I pass by people....it feels nice to be seen. Plus, you get a valuable lesson in bike handling, as you maneuver through the traffic and the hoards of students on campus. I think I may need to wear my helmet more often, even though its a 4 mile commute. Don't you think racing is so addictive that when you stay away from it, it just makes you sad.

Besides all that, hey. I'm learning Italian! Awesome language and a great class to take this semester. I just wrote my first composition to a penpal and that just doubles my confidence. Italiano molto interessante!

A Presto!

0 Pedlow pedals 400 miles from Buffalo to Albany

Its been a dream of mine to win bike races, yes...but to be featured on a page of UB's newspapers. Its a pity all other sports get to be seen but its rare to see a cycling story in the columns. So I was quite impressed seeing this article. I've seen this officer many times on her Trek Police bike on campus, quite a thing to do in summer bicycling across New York! Exceptional! Congratulations to Amy Pedlow!

Someday, ordinary students like me who ride 3000-4000 miles every year will be recognized by the pen pushers at the correspondent's office.

Pedaling from Buffalo to Albany - UB Reporter, August 2007

400-mile bike ride is ’summer camp’ for UB Police Officer Amy Pedlow

By KEVIN FRYLING Reporter Staff Writer If the secret to the right career is doing something you enjoy so much you would do it even if it weren't your job, then Amy Pedlow just might be pedaling down the right track. Although she spends much of her time patrolling campus on a bicycle, Amy Pedlow spent time this summer pedaling along the Erie Canal from Buffalo to Albany—an eight-day, 400-mile trip. PHOTO: NANCY J. PARISI As a university police officer who patrols campus on a bicycle, Pedlow can ride as many as 25 miles in a single day. But that hasn't stopped her from setting aside more than a week during each of the past five years to participate in "Cycling the Erie Canal," an eight-day, 400-mile bicycle tour from Buffalo to Albany sponsored by Parks & Trails New York. This year's event was held July 8-15. "I ride around at work all the time, but it's nothing like this," says Pedlow, who joined University Police in 1995. "This is summer camp for adults...You don't have to go to work; you don't have to clean the house. You just ride all day." Her participation in the canal tour started soon after she began patrolling campus on a bicycle. "When I got through police bike school, I got excited about riding," she says. "I always had a bike, but I didn't know what 10 speeds really meant until I went to the school. Now I've got one with 24 speeds and I'm changing gears all the time." This year's tour started out as a hot one—temperatures peaked in the low 90s—but Pedlow says Mother Nature turned down the heat after two days and all the riders had to contend with was a cloudburst that struck after everyone had set up camp in a park in Syracuse. One of the best parts about participating in the canal tour—beyond the simple pleasures of a long, uninterrupted bike ride—is that it provides a chance to visit historical attractions across the state, she says, as well as opens a route to towns and villages that have fallen off the beaten path. "You can drive from Buffalo to Albany in only about 283 miles on the Thruway," she says, "but the Erie Canal isn't a straight shot; it curves up and around...You're doing about 45 miles a day." The canal itself is about 363 miles in length, she says, plus there are side trips for those who want to see even more. Pedlow says she's visited the Erie Canal Village and Chittenango Canal Museum, as well as toured the Montezuma Wildlife Refuge between Syracuse and Seneca Falls, taken a boat ride on the Erie Canal in Lockport and spent a night at Fort Stanwix in Rome. "The scenery's absolutely gorgeous," she adds. "You're not looking at the same boring section of Thruway. It's really beautiful." In fact, Pedlow recalls a cyclist was once so caught up in the tour's scenic splendor that he missed a turn and fell straight into the historic canal. He wasn't hurt, adds Pedlow, who rides the route as a "bike sag," a member of the support crew who assists riders who encounter problems en route. These generally involve minor mechanical problems, such as flat tires, she says, joking that unplanned dives into the canal are not common. Pedlow says some of the most fun she has while on the tour comes from meeting the people who turn out to ride. "There are 500 people on this ride," she points out. "You meet people from all over the county." Among the participants in this year's ride were a Boy Scout troop from Maryland and cyclists from as far away as Texas and Alaska. "We had people from South Carolina who were doing the whole ride because they got to bicycle to Niagara Falls," she says, pointing out that many cyclists take an optional ride to the Falls the day before the tour begins. Riders set out from Nichols School in Buffalo. Several lasting friendships have come out of the tour over the years, Pedlow adds, and seeing familiar faces contributes to the ride's summer camp-like atmosphere. "I actually met one of my very good friends on this ride," she says. "We see each other all the time now." Another friend from Western New York brought her teenage daughter on several rides, she says, noting that many parents and children take part in the tour, as well as retirees. This year, she brought along an acquaintance who rode the canal with his 12-year-old son. "They weren't sure if they could do it," she says. "They had a total sense of accomplishment...He was saying, 'Can you believe it? We just rode 400 miles.'" After cycling the canal for five years, Pedlow says coming into Albany after eight days on the road is "no big deal." But she says she felt a true sense of excitement the first time she caught a glimpse of the Hudson River in 2003. "The first year, definitely," she says. "You think about it the whole drive home."

2 Training Race in Pics

Check your equipment!

Chat with riders to relax


And.... Race Begins!

Get on a breakaway like a good boy! Be at a higher level of existance...feel thrilled about it...

Keep the front position

Make riders behind you hurt ;)

Make bystanders dumbfounded... I don't know..

Draft for a breather..behind a discovery channel rider :)

Overtake the rider in front in the final sprint - I hit 34pmh not bad for a starter..

Then pose like a star...

You know what? When you have a female counterpart among the watching crowd cheering for you, and a supporting rider offering tips and advice during a race (wow), things actually get less stressful. This training race was fast and I learnt more things, like the importance of staying on the drops, No I mean, I mean IT!!! It saves you like 10% right off the back... And if a breakaway begins to happen, follow your killer instincts and take that rider's wheel. I did, and it felt like being on a different dimension when your way ahead of riders behind you. Slowing down and being caught is another thing, but I enjoyed those 3-4 minutes of rapture. Finally, I found myself in a group of 3 to 4 surviving riders after 19 laps. I was totally in a wrong position to sprint, having to catch up with many wheels. I hit 33 mph and dashed to the front, passing two riders and even a third, a female on the handlebars team inches away from the finish line. It was amazing... I wanted it so badly... I was hungry for a position!!!

I've never raced like this before. Not only did I NOTTT get lapped, I actually performed way better than I thought I could. So with a top 8 position, I was off spinning back home with my friend to take a cold shower and eat an elephant's meal. Later that night, I slept like a toddler.

0 Russian on towering climb

I was just noticing today's stage profile on the Vuelta. Stage 4 would not seem any arousing were it not for this towering climb, jeez, that road opens up to the sky like the mouth of a whale. Lagos is touted as the most emblematic climb of the 3 week race. Congrats to Piepoli, the climber from Italy and the Russian Efimkin. (Its a bit ironic though that Piepoli was aquitted from "doping allegations" for taking the same medications as Petacchi did prior to the Tour de France. Doping decisions are all over the place...)

I have been attentive to Rebellin's results. 5th in stage 2, 4th in stage 3 and not a bad result for stage 4. Overall, he's 64th in the classification, just one down Paolo Bettini! Thats awesome. Watch out for these two guys, among my favorite cyclists. I should be watching some more bike races, have no time really. School's getting in the way! :(

0 Tour de France cyclists have bigger hearts

Fresh from CNN this morning. We all know this, but here's the research proving itself true time and time again. Pay attention to the statements about heart shrinking in size after a professional career, yet being in phenomenal shape. Also note the bigger danger doping can cause to the athlete with a bigger heart. I wish some pro cyclists would realize this aspect. (I'm going to try and get that bigger heart by cycling more ! Yeehaww...)

Tour de France cyclists' hearts bigger than normal

VIENNA, Austria (AP) -- Riding the grueling Tour de France bike race takes strength, stamina -- and perhaps a heart nearly 40 percent bigger than normal.

Researchers who examined the hearts of former Tour bikers found that the athletes' hearts were from 20 to 40 percent larger than average, said Dr. Francois Carre of the Centre Hospitalier Universitaire de Rennes, France, speaking at a meeting of the European Society of Cardiology.

The difference is attributable largely to rigorous training that expands the cyclists' hearts. But researchers have not yet determined whether the athletes' hearts were larger to begin with.

"They are a special breed," said Dr. Richard Becker, a professor of medicine at Duke University and spokesman for the American Heart Association. Becker was not connected to Carre's study.

Scientists have long noticed the phenomenon of the "athlete's heart." Athletes who train hard in aerobic sports, such as cycling, running or swimming, tend to have a bigger heart that pumps more blood throughout the body.

The heart's walls become thicker to be able to handle the increased blood volume. That gives the athletes an edge by increasing their oxygen levels and improving their endurance.

Carre's study, funded by the Brittany provincial government in France, is perhaps the first to track what happens to athletes' hearts when they stop training.

Medical tests done on all Tour de France cyclists before the race begins showed virtually all have enlarged hearts, Carre said.

"When you see an athlete's heart test, you know right away that it's not a normal person," he said.

In his study, Carre tracked seven former professional cyclists through their final year of competition and three years of retirement.

Once a year, the cyclists took tests to check the size and function of the heart. They were also tested on their fitness levels.

Carre found that the athletes' hearts shrank nearly a quarter in size after they finished riding professionally. Still, the cyclists remained in excellent physical condition.

"Some athletes have a genetic predisposition to perform better," Carre said. "But we found that in these cyclists, their hearts adapted to the hard training conditions by just getting bigger."

The intense training that Tour de France athletes undergo to race in a three-week-long competition cycling up and down mountains is arguably among the toughest in professional sports.

"When you examine Tour de France athletes, they are probably among the best-trained athletes in the world," said Dr. Alfred Bove, a physician for the Philadelphia 76ers basketball team and vice president of the American College of Cardiology. "This study shows us that even in extreme conditions, the body finds a way to adapt."

Bove said that in athletes with bigger hearts, doping could prove potentially more dangerous than for normal people.

Athletes with bigger hearts have more red blood cells, which deliver oxygen around the body. These cells are thicker than normal cells. So if athletes decide to use an illegal agent like the blood-booster EPO, they run the risk of making their blood too thick. That puts them in danger of a clot, stroke, or heart attack.

"These athletes already have hearts that have increased in volume to adapt to their training workload," Bove said. "If they then go and use drugs, that could potentially erase the natural advantage they already have."

3 Niagara Square Crit Squared...

The problem is, it squared me.

It was a difficult race this morning in downtown Buffalo, at the historic Niagara Square site. Traffic was blocked for an afternoon full of races. The course had half a dozen turns, but all of them a little on the challenging side since the roads were pothole ridden and needed work on some areas. As the Cat 5 race got underway, I decided to give it a push on the third lap taking to the front, trying to bridge a gap between me and two riders ahead of me. As usual, I made a fool of myself in front of spectators, since I couldn't keep the pace I was setting for myself, and gradually got dropped. Wrong attack, wrong time. Too much excitement lets say. After getting prompty lapped out, I rejoined the back of the pack as they passed by and hell, I finished! Fun day, could have made things a little better. Could have done with a team. :( Ok, I'll stop whining.









I did get see the Trek Lime Automatic shifting bike up close. Pretty cool actually. This is the height of data abstraction (in computer terms, show only whats needed and hide the rest). Everything you need is right there before you, whats hidden is an intricate generator mechanism in the hub that powers the lights and the chip of the computer, or "brain". This slightly brings back memories of riding the famous Indian Roadster bikes fitted with a dynamo that would power a headlight on the handlebar. As long as you kept pedaling, the light would shine.

I wish I could test ride it, seemed not possible in the heat of the moment. I assume that the computer, based on cadence input would shift to the next gear. A bike such as this is understable when used by people INTIMIDATED by bikes. Crappy street bike shifting still gets me intimidated.....

Its lame to be used by a real cyclist. I'm sort of against this thing encroaching into the road and racing bike market. Electronic shifting is lame.

0 Follow your Folly