Wednesday, October 1, 2014

$500 OFF Look 675 A-Frame (Ultegra) | T3 Cycling and Triathlon

Look 675 Review - Save Big on Bikes


When I first set eyes on the new Look 675 in the 2013 dealer catalog I knew they had come up with something special.  At first glance the innovative integrated A-Stem design is simply striking, and as I found  out, very functional; not just a new design "gimmick".  Immediately the " bike fitter" wheels in me started rolling - so to speak.  I was initially concerned about the lack of steering tube and potential limited fit adjustment issues.  Further research revealed - of course - the engineers and designers at Look already had this covered!  They lengthened the head tube and made sure the A-Stem could angle up/down.  It also comes in various lengths.

With my "fitter" mind put at ease, and knowing what incredible performance Look designs and engineers into ALL their bikes, (The 586 is still one of my all time fav rides!),  I could not wait to take it out for a test ride!
My expectations were completely satisfied!  The bottom bracket on the 675 is very stiff (as stiff as the 695) and accelerates without hesitation.  The front end is also very stiff - what the designers wanted to achieve with the integrated A-Stem - and handles superbly.  However, don't misinterpret "stiff" to mean that it rides stiff.  It absorbs road vibration and a complete joy to ride...and of course, very fast!

Straight from Look's website: "The 675 is the latest born LOOK road frame. It benefits from a completely new manufacturing process: the 3 most highly loaded frame zones are first draped on mandrels before being placed inside the mould with the rest of the frame for moulding. This technology permits a large gain in stiffness and a stronger frame."

The chainstay has been flattened, which along with the same treatment on the seatstays comprises what Look calls their "DCDC2" compliance design. The acronym stands for Dual Comfort/Dual Stiffness and Look says it provides a 25% increase in vertical compliance while simultaneously giving the rear end a bump in torsional stiffness. Look claims that the bike is about as stiff at the bottom bracket as the the 695, their top of the line race bike.

The CEO of LOOK, Dominique Bergin says "We wanted to make something special for this price point. We like to think of ourselves as "organized dreamers" and at times in the 675's development there was a real temptation to make changes, but in the end we stayed true to the original dream"

For the first time, LOOK Completely integrated the stem into the frame design. Apart from the aesthetic impact this integration allows for Look's Direct Drive concept. Using a short head tube tapering from 1" at the bottom to 1 1/8" at the top and removing the spacers gives the bike a shorter pivot, oversized bearings and a stiffer stem. The A-stem itself permits accurate height and length adjustments without spacers. The stem provides between -15 and +15 degrees of height adjustment. Reach can also be adjusted by rotating a half-moon spacer in the handlebar clamp. Different length stems from 80mm to 120mm are available.

Why is Look so interested in integration? Product Manager Fred Caron says it "allows increasing [of] the quality by freeing oneself of present standards: we develop our own products because we can make more performing products than those found up to now on the market." Between the taller head tube and reversible (and adjustable) stem, the 675 isn't relegated to anywhere near as radical of rider positioning as it appears. The frame/stem junction is just one are where the quality production values are easily visible.

Integration continues with the seat clamp, continuing the clean lines and aerodynamics of the frame. The 27.2mm seat post combines with the rear stays to deliver more comfort. 

David Arthur of www.road.cc was also able to test ride the bike, and gives his analysis: "It feels short and compact, I feel a tad cramped - some time properly adjusting the handlebar and stem wasn't permitted with this test. This doesn't prevent me from reveling in how communicative the bike is. There's a great connected-to-the-front-wheel feeling, the sense the handlebars are relaying accurate and detailed information from the front tyre comes through strongly. Look say a stiffer front-end is a key feature of the integrated design. It seems to work.

And it feels incredibly fast. Acceleration is good out of the saddle and when heaving on the drops, lunging for the top of the hill, the 675 feels very willing. It's certainly no slouch and it satisfies my inner racer.

It may have been a short ride but the 675 was really impressive. It manages to be fast and very lively, yet it's clearly got comfort in mind with the tall front-end and bump taming near rear stays. A longer test on UK roads of a longer duration than this brief ride will be needed to get a really thorough assessment of it's performance"

Actual weight for a size large bike with LOOK pedals and carbon water bottle cage is 17lb 50z. Frame weight for a medium size is said to be 1150 grams.




     (317) 257-1117         |          2508 E. 146th St. Carmel, IN           |          T3 Cycling and Triathlon

Thursday, September 25, 2014

Cyclocross Season Approaches - Strategies For Going Tubeless

Lower Cost, Less Hassle and More Versatility Makes Tubeless A Tempting Alternative

If you are tired of the limited capability and higher price of traditional tubular tires, you may want to try tubeless. There are no tubes to pinch and they give you the ability to swap tires quickly with changing course conditions. Even better, running sealant automatically repairs small punctures, meaning fewer visits to the pits.

Tubeless options are even more plentiful than ever. Here are some strategies to help you make the swap.


Fitting

"A tubular tire is (hopefully) securely glued onto a rim and a tubeless mountain bike tire's high volume produces enough force to hold the tire and rim together firmly. But a tubeless cyclocross tire enjoys neither of those benefits, occupying an unfortunate no man's land in terms of reliability.

As such, it's all about the quality of the interface between the rim and tire. Tighter is better, because the physical interlocking of the two pieces is nearly the only thing holding the system together. Good omens include reassuringly loud 'pops' during inflation (as the bead seats onto the rim), tires that easily inflate with a floor pump, and tires that are difficult to remove once deflated."

You will have the best luck with rims and tires that are specifically designed for tubeless application.

"Non-tubeless-specific combinations can work, too, but it's a far less consistent pairing that needs to be evaluated on a case-by-case basis..."

If the wheel and tire combination you're trying to set up tubeless is very easy to install (or, worse, essentially tries to fall off the rim) or virtually impossible to inflate even with an air compressor, keep reading.

Extra Effort

If you've got a tire that's too loose or a rim that's effectively too small: you could try other brands of tire to confirm, and then decide if you want to convert to tubeless or purchase a new setup. However it is fairly easy to build up the rim bed to increase it's effective diameter.

You can buy and apply pre-formed rim strips such as NoTubes Airtight Yellow Tape, which is offered in multiple widths to provide a proper edge-to-edge fill. Plus, since it's very thin and comes on a roll, you can add only as much as you need. Just apply layers of tape to the rim bed until the tire sits reasonably snug without air, making sure to overlap the tape at the valve hole on each pass.

Regardless of the method you choose, there are a few tricks you can use to help get the tire initially inflated. Coating the tire beads with soapy water helps create an initial seal, and removing the valve core during inflation allows for a higher flow rate.



Check Your Work


It is critical to check through your work thoroughly before heading out, since tubeless cyclocross setups are still a less-than-precise science and the consequences of failure can be severe.

Try deflating your tire to around 10psi, placing the wheel at an angle on a surface with good grip, and then forcefully side-loading it - just as you would in a hard corner. If it holds tight without burping, you can be fairly confident you've got a good setup.

None of the above conversions are recommended for use on road tires, where proper Road Tubeless wheels and tires must be used unless you want to risk a catastrophic blowout.

Come to T3 Cycling and Triathlon. We'd love to help you get the parts you need to go tubeless, or aid you in any other way you may need.




     (317) 257-1117         |          2508 E. 146th St. Carmel, IN           |          T3 Cycling and Triathlon


Friday, September 19, 2014

2015 BMC Team Machine SLR02 - Acceleration Redefined

Teammachine SLR02 Ultegra 2015 Road Bike was Designed Purely Around Delivering its Riders to the Podium






The requirements for the teammachine were defined by the demands of World Tour racing. National champions and GC contenders like Philippe Gilbert, Cadel Evans and Tejay van Garderen requested a bike that balanced lightness for grueling, above category climbs, and rapid-fire acceleration for laying down aggressive attacks.


The SLR02 was designed for those looking for the performance synonymous with the teammachine SLR01, as it shares the podium-proven geometry and BMC's own proprietary ACE technology to achieve a perfectly balanced ride quality.




Frameset
– ACE technology carbon frame
– - External routing, compatible with mechanical and electronic groupsets
– Frame weight: 950 g including all hardware (54 cm frame)
– Hardware includes: derailleur hanger, cable guides and seat clamp

Bottom bracket
– BB86 Shimano press-fit

Fork
– ACE technology carbon fork
– 1–1/8" to 1–1/2" tapered steerer tube

Seatpost
– BMC compliance post, 27.2 mm diameter
– Standard offset 18 mm, also available with 3 mm and 30 mm offset

Sizing
– 5 sizes: 48 cm–60 cm (refer to geometry chart for details)



     (317) 257-1117         |          2508 E. 146th St. Carmel, IN           |          T3 Cycling and Triathlon

Thursday, September 18, 2014

2015 Lazer Z1 Road Helmet Presented at Interbike 2014


Lazer Z1 Road Helmet Is Light, Airy, and Rock Solid



 Article from Competitive Cyclist

The Z1 is Lazer's new pro helmet and it's place at the top of the range can be seen throughout. Weighing in at just 220g (size MD), the Z1 has 31 vents to provide comfort and cooling in all conditions. Precise and adjustable 'advanced rollsys' retention system is rock solid and keeps things firmly anchored.




Enhanced ventilation, a revamped retention system, and additional temporal protection are just a few of the features packed into Lazer's new top-shelf Z1 Helmet. No stranger to outfitting the best cyclists in the world with head protection, the Belgian manufacturer builds from the proven Helium and Genesis designs to deliver its lightest and best-fitting helmet to date.



First glance of the Z1 reveals a deeper shell structure along the temporal zone than that of the Helium, in what Lazer calls its T-Pro design. Standing for "temporal protection," T-Pro adds material around the temples, which then cuts away at the frontal zone to keep vision unobstructed. Constructing this area, along with the rest of the lid, is Lazer's proven RBS (Rigidity Brace System). Lazer likens it to a car's roll cage, in that during a crash the cracked EPS stays together to provide some additional protection.

31 vents


In terms of ventilation, the Z1 has 31 strategically placed vents, allowing massive doses of cooling air to flow in the front of the helmet and over the head, before exiting out the back. Not surprisingly, this ventilation design contributes to the Z1's claimed 220 gram weight (size medium) which is a 40 gram savings over the Helium in the same size.

Advanced Rollsys system

Lazer also spent time rethinking its retention system, which now adds even more adjustability for an ultra-precise fit. Called the ARS (Advanced Rollsys System) it features a top-mounted dial connected to a band that tightens symmetrically, evenly distributing pressure across the head. Furthering this is its "head basket" cradle at the back of the head, featuring five up and down positions for an optimal hold.


     (317) 257-1117         |          2508 E. 146th St. Carmel, IN           |          T3 Cycling and Triathlon


Friday, September 12, 2014

2015 BMC Crossmachine CX01 Review | T3 Cycling and Triathlon

The cyclocross racer’s BMC dream has been fulfilled as BMC announced the race-ready Crossmachine CX01. 



Despite the popularity of gravel bikes that can also accommodate cross tires, the departure is very distinct with this sub 17 lb bike that is fast, aggressive, responsive and is suited to win cyclocross races.




As with many BMC new model introductions, there will only be a single high-end model for now, fitted with SRAM’s new Force CX1 HydroR groupset. Rest assured that the technology and bike concept will trickle down to more affordable price points in the coming years. But BMC is a company firmly rooted in winning races so the fastest bikes come first. The Crossmachine CX01 will also be sold as a frameset.




Claimed weight for a painted 54cm frame is 1,100g, with the frameset weighing 1,540g. This weight includes all necessary hardware and is thus conservative when compared to other brands. The frame used for the complete bike is CX1-specific, with no electronic cabling routing, and no front derailleur hanger, but the frameset-only option offers both allow for more versatile build options.

The frame is configured for 140mm post mounts front and rear, and includes some neat features, such as the front brake hose entering the steerer above the headset, and passing through the left fork leg, as on the GF01 disc.



Five sizes will be offered: 48, 51, 54, 57 and 60cm, with a bottom bracket drop of 62mm. A 27.2mm seatpost is used for rear comfort. Rear offset is 3mm and 18mm and 30mm offset posts will be available. The fork steer tube is tapered for stiffness and light weight and the bottom bracket shell is Shimano’s BB86 press fit standard.
2015 BMC Crossmachine CX01 Key Specs

Weight: 16.97 lbs.(size 54cm)
Frame Material: ACE carbon
Wheels: DT Swiss R23
Tires: Continental Cyclo X King, 700 x 35C Folding
Derailleur: SRAM Force CX1
Brakes: SRAM Force HRD-A1 w/ Centerline 140mm Rotors F&R
Cassette: SRAM PG1170 11-32T
Crankset: SRAM Force CX1 44T
Saddle: fi’zi:k Arione R7 manganese
Seatpost: Compliancepost, pure carbon, with TCC, 3mm offset
Bar: BMC RDB 3



     (317) 257-1117         |          2508 E. 146th St. Carmel, IN           |          T3 Cycling and Triathlon


Thursday, September 11, 2014

VIDEO | 2015 BMC Concept Bikes | T3 Cycling and Triathlon

Check out this Awesome Video Showing Off The Future of BMC Bikes

Brought to you by Bikeradar.com


Come in today to see all kinds of awesome bikes at T3 Cycling and Triathlon! Including top brands like BMC, Felt, Look, Cervelo, and Quintana Roo!

We'll be seeing you soon!


     (317) 257-1117         |          2508 E. 146th St. Carmel, IN           |          T3 Cycling and Triathlon

Friday, September 5, 2014

NEW Fi:zi'k Saddles Announced at Eurobike

The all-new Aliante R3

Fizik has revealed a ground-up redesign of its popular Aliante saddle at Eurobike


(article and pictures from Bikeradar.com)





The full saddle range has now been reordered to fall in line with Fizik's shoe range and bar and stem lineups. The latest range of saddles is topped by the R1 series, mid-range saddles are now all R3 models, with the lineup now starting with the R5.

The range-topping R1 Aliante
Fizik's brand manager, Alberto Fonte, explained: "We needed to make the range easier to understand, and as we have moved into other areas (like shoes, bars, stems and seatposts), it's important to us that our Fizik riders can fully coordinate everything for their riding."

 The new flagship Aliante has been slimmed down and reworked to shed some weight. It now tips the scales at a scant 185g. Alberto was quick to point out that "with our studies and research through the University of Boulder Colorado, we've gained plenty of knowledge about physiology and rider position in relation to saddles. The research shows that it's not as easy as wider sit bones, wider saddle. The rider's position and the rotation of the hips is a huge factor in creating a comfortable performance seat".
The base model R5
Fans of the Aliante will be glad to read that the actual seat area of the saddle is unchanged - if you take a measurement from the nose to tail, and the width too, this triangle has the same dimensions as the original. The shape is the same iconic waved design too. Essentially, the new Aliante looks similar to the original but is a little longer and slimmer and has a much lower overall height.
The new shell is constructed from a carbon composite co-injected with nylon, this new material means that the shell doesn't have to have the same cutaways and surface machining as the old saddle to gain the same flex as the old twin-flex design. The new cover is thermo-welded over a new high-density yet super light padding that's unique to Fizik. The new Aliante is completely handmade in Italy, as is the rest of the range.
The R3 version uses a composite (fibre) glass hull co-injected with nylon to provide the flex and is finished with the same thermo-welded cover as well as Fizik's own K:ium rails. The R3 tips the scales at 220g. The base model R5 shares the new design of the R3 and R1 but has a carbon-injected nylon base, K:ium rails and a microtex cover. It weighs 245g.

New Kurve saddle

The New Kurve Saddle
Fizik has also redsigned the Kurve saddle range. The Kurve's unique Mobius rail design debuted as a 3D-forged alloy piece but it's now been reworked in braided carbon-fibre. We never really got the point of the original Kurve line - yes, it was a different way of constructing a saddle but compared to the original range, the Kurve saddles were identical in performance, yet weighed a little more.
The New Kurve Carbon Snake
With the new Kurve range, Fizik aims to make a clear distinction between the two. Alberto explains: "We aim to find the very best saddles for competitive riders where light weight is as important as performance, but most cyclists (who aren't pro tour riders) want and need a more comfortable and flexible saddle, with the new Kurve range we have that. Our new carbon Mobius rails are lighter and more forgiving than the alloy and the new hull has strategic cutaways to offer a more comfortable riding position especially for endurance riders."

Kurve Bull









TT/Tri Specific TriTone Saddle
 The new hulls 'Re:flex' carbon material offers plent of flex within whilst the large cutaway sections are re-inforced with a super-tough kevlar based fabric. Its far lighter than the original material used in the cutaways but also much tougher and thinner, so the new Kurve range like the standard range is much reduced in overall height and volume too. The new Kurve carbon snake (Arione style) is 180g, the Kurve Bull (Aliante) 185g and the Kurve Chaemeleon (Antares) 185g.

Come check out all the newest products here at T3 Cycling and Triathlon!


     (317) 257-1117         |          2508 E. 146th St. Carmel, IN           |          T3 Cycling and Triathlon