Friday, September 12, 2014

2015 Trek Domane 4.5 Full Carbon Road Bike - Available NOW

Trek's Domane 4.5 soaks up road chatter and propels you farther and faster in top comfort. 


This full carbon road machine is graced with race-winning Trek technology like IsoSpeed and endurance geometry to make it a true ride-all-day rocket. It masters long, epic rides with ease while delivering unrivaled speed and bump compliance.
The 4.5 rolls on a precision-shifting Shimano Ultegra drivetrain with compact gearing for easier climbing. It's topped off with quality Bontrager components including aluminum wheels, bar and stem, and a carbon post. Uncompromisingly fast, confidently stable, sublimely comfortable, the Domane 4.5 has it all!




Wednesday, September 10, 2014

2015 Trek X-Caliber 6 Is Packed With Features and Looks Great!

Caution: X-Caliber will get you hooked. 


It packs all of Trek’s XC race hardtail experience into a light, fast, race-ready bike that pairs the right wheel size with each frame size.

Trek's X-Caliber 6 is ready for big-time on- and off-road fun with its super-light, nimble aluminum frame that features Gary Fisher's G2 Geometry for superior cornering, climbing and descending. Adding to those attributes is a 100mm-travel suspension fork and a 29-inch wheelset for smoothing the trails and getting you over the roughest terrain with complete control. Plus, component highlights include a precision-shifting SRAM 27-speed drivetrain, a host of Bontrager parts and even Shimano hydraulic disc brakes for awesome stopping power in all conditions.


Details 


Frame - Alpha Gold Aluminum w/semi-integrated head tube, mechanically formed & butted tubing, race geometry, internal front derailleur routing, G2 Geometry on 29ers
Front suspension - SR Suntour XCM, COIL SPRING, preload, hydraulic lockout, custom G2 Geometry w/51mm offset on 29ers, 100mm travel (13.5" : 80mm travel)
Sizes - 13.5, 15.5" (27.5" wheels); 17.5, 18.5, 19.5, 21.5, 23" (29" wheels)

Front Hub - Formula DC20 alloy
Rear Hub - Formula DC22 alloy
Rims - Bontrager AT-650 32-hole double-walled
Tires - Bontrager XR1, 29x2.20" front, 29x2.00" rear (Bontrager XR2, 27.5x2.20")

Shifters - SRAM X4, 9 speed
Front derailleur - SRAM X4
Rear derailleur - SRAM X4
Crank - Shimano M371, 44/32/22
Cassette - SRAM PG 920 11-34, 9 speed
Pedals - Wellgo nylon platform
Chain - KMC X9

Saddle - Bontrager Evoke 1.5
Seatpost - Bontrager SSR, 2-bolt head, 27.2mm, 12mm offset
Handlebar - Bontrager Low RISER, 31.8mm, 5mm rise
Stem - Bontrager Race Lite, 31.8mm, 7 degree
Headset - 1-1/8" threadless, semi-integrated, semi-cartridge bearings
Brakeset - Shimano M355 hydraulic disc brakes
Grips - Bontrager Race


Thursday, September 4, 2014

Eurobike 2014 | Shimano + Garmin = Even More Integrated Handlebars

Shimano and Garmin Seem Poised For a Partnership Where Dura-Ace 9070 Di2 Levers Could Control Garmin Edge Computers

(Article and pictures from Bikeradar.com)

Currently, newer Garmin Edge computers like the 810 and 1000 can be wirelessly controlled via a Garmin remote. The round remote allows riders to navigate through the various Edge pages while riding in the aero extensions. This works for triathlon riders, and for road riders, the remote can be placed near the hands, but it doesn't offer anything like the convenience of being able to control the computer from the shifters themselves.

Years ago, Shimano had its own Flight Deck computer with wired, integrated control buttons that sat on the inside of the shifter hoods. Shimano does not have a wireless computer-control option — but the levers do have a button.

"It's just a happy accident [that there are buttons on the hoods]," Shimano's road product manager Dave Lawrence jokingly told Garmin staffers at Eurobike. "We were just waiting for you." Soon after, both parties ducked into the back room of Garmin's booth.

Shimano PR spokesperson Nick Legan told BikeRadar that "more information would be coming next week at Interbike," but could not comment beyond that.

Only the newest Shimano Dura Ace 9070 levers have the hood-top buttons; mechanical Dura-Ace and newer Ultegra Di2 levers do not.

Stay tuned for more updates from Eurobike and Interbike (next week!)


Wednesday, September 3, 2014

2015 Trek 7.2 FX Specs | Scheller's Fitness and Cycling

FX is fitness simplified. It offers a best-of-both-worlds combination of road bike speed and city bike comfort and versatility. 

It’s a perfect fitness bike, and so much more.

Upgrades from 7.1 FX

  • Bontrager Hard-Case Lite tires
  • Shimano M131 crank
  • Shimano Altus/Acera 24-speed drivetrain
  • Bontrager alloy handlebar


DuoTrap S seamlessly integrates a Bluetooth® sensor into the frame, so you can log your routes and track your fitness progress on your computer or smart phone without an external sensor. It works with all the major ANT+ wireless technology players, including Bontrager, Garmin, PowerTap, and SRM.




Specially designed grips take your hand shape into account for more comfort and greater control.




Built-in mounts make it easy to add racks and fenders for added versatility.









Come check it out today at Schellers Fitness and Cycling!


Wednesday, August 27, 2014

How To Improve Your Bike Handling Skills

Playing on your bike and improving your bike handling skills isn't just for kids on BMXs - being a skillful cyclist has benefits for everyone who rides a bike.

Matt and Simon from Global Cycling Network have picked 5 key skills for you to get out and work on. So, head out on your bike, work on a couple of these and let us know how you get on!

1. Ride With No Hands

 Going no handed is a usefull skill in itself, and really helps with your bike handling. The best way to start is to go One-Handed. This allows you to eat and drink properly when riding.

Riding no handed may not make you do too much extra, but it will improve your handling and give you a really great feel for the bike.

2. Ride A Straight Line


Sure, most of us can ride in a relatively straight line. But can you ride in an actual straight line? Try it. Find a white line on the shoulder side of the road and try your hardest to stay on that line.

The faster you go, the easier it gets. As you get better, then, you should slow down and really hone in on your balance. You will notice this practice paying dividends when you are riding in a group, or in traffic.

For an added challenge, try looking behind you while riding in a straight line.

3. Ride Slow


Even when you aren't riding in a straight line, simply riding very, very slowly is a good way to improve your balance and bike handling ability. So practice riding at about 1-2 mph. If you get good at this, it will greatly improve your confidence in slow speed situations, particularly in traffic.

4. Bunny Hop


Being able to bunny hop will impress any small children around you, but it is more important than that. When you are riding, you will come across potholes, speed bumps and curbs — sometimes at the worst time possible. In the most extreme cases, knowing how to bunny hop could save your life.


 5. Skidding


Skidding a road bike is one of the last things you WANT to do. However, being able to handle it if necessary is a great skill to have. Practice on grass so you don't ruin your bike if you fall.



Check out the Video HERE: https://www.youtube.com/watch?v=EW1_TIs_6Tw


Thursday, August 21, 2014

2015 Trek Remedy [Pics and Video] With All New Suspension — The Ultimate Trail Bike

Offered in 27.5 and 29er with Re:Activ Racing Shock Technology, Boost 148 Rear Axle Hub

From Trek: "Remedy is the ultimate technical trail bike. Light frame, plush suspension, and precise handling all add up to a stellar ride that goes up, goes down, goes everywhere."

 (Article and Pictures from Pinkbike.com
I was a pretty big fan of Trek's aluminum Remedy 29er when I reviewed it back in September of last year, with the bike surprising me with just how capable it is. Such was the chrome machine's adeptness that I didn't hesitate to put in 70km death marches with 9,000ft of climbing on a Saturday before heading to Whistler on Sunday. Sure, it wasn't the best at either task, and it isn't intended to be, but I can honestly say that it might have been the most fun for both jobs. You can't say that about many bikes, can you?

I just wished it was a bit lighter, and the unrepentant tech nerd in me pined for a carbon fiber version that, due to there already being a carbon 27.5'' wheeled Remedy at that time, was surely coming soon. Fast forward a bit further than I expected and I find myself in Brevard, North Carolina, to learn about exactly that. It might have taken longer than I expected, but there are all sorts of things to talk about here beyond the bike's new carbon frame that Trek says is over a full pound lighter, including an exciting partnership with auto racing legend Penske, and a new rear hub spacing that is sure to be controversial.

Trek Remedy 9.9 29 er.
  Similar lines, much more technology. There's a lot going on with the new 140mm travel Remedy 29 Carbon.


While the frame is entirely new, anyone familiar with Trek's suspension system will surely recognize the bike's rear end. It's all there: ABP Convert allows the dropout pivot to rotate concentrically around the axle, limiting the amount of rotation between the caliper and rotor. Want to run a 135mm QR wheel? No problem, just swap out the pivot hardware. Full Floater - the shock is attached to the rocker link at the top and an extension off of the front of the chain stay at the bottom - is also employed, and you'll find Trek's proprietary DRCV air spring system on its Float CTD shock. Those four letters stand for 'Dual Rate Control Valve', with two air chambers providing two different rates depending on where the shock is at in its stroke. Connecting the two chambers is a plunger, or valve, that opens the airway between the two at a predetermined point in the travel. The plunger is referred to as the control valve, or the 'CV' in DRCV. Trek's tapered E2 head tube, down tube protector, and G2 geometry are also utilized.



A New Axle Size

Here's one that's likely to get people talking, although it might not be in the manner that Trek is hoping for. Boost 148 refers to, as you might have guessed, 148mm spacing of the rear axle. Trek says that this wider spacing has allowed them to move the hub's spoke flanges out farther, which then gives the spokes a better bracing angle to make for a laterally stiffer wheel. How much stiffer? They told us that it's enough to bring the average priced 29er wheel into the same range as a 26'' or 27.5'' wheel, although exact figures on specific wheel model comparisons weren't presented to us. Moving the cassette outwards by a few millimeters does upset the bike's chain line, though, so all Boost 148 equipped bikes will come with a slightly different crank spider that compensates by also moving the 'ring outwards slightly to match the change at the rear of the bike - note that Q-factor is not affected, and the crank arms and chain ring haven't changed, only the spider. Why couldn't they just move the flanges out on a standard 142mm hub? It comes down to clearance issues, with the position of the spokes being limited by brake and drivetrain components.

Trek Remedy 29 9.9 Photo by Sterling Lorence
  Sounds like an energy drink but is actually a new wider rear hub spacing that Trek says makes for a laterally stiffer overall package.


If there's one topic that gets riders shaking their heads, it's when a company introduces a new size that's different than the current norm. Bottom bracket, head tube, or axle related changes seem to bring out the haters in a way that maybe only Donald Sterling or Octomom are able to, and while I can certainly see where the frustration comes from, it's important to also remember that we're not running 1'' threaded headsets and road bike axle spacing due to companies pushing forward with their ideas. Having said that, there also comes a point when the advantages begin to diminish and it starts to go from asset to pain in the ass. What would you rather have: all bikes sporting a single seat post size, or all bikes sporting Giant's OverDrive 2 tapered fork steerer that goes from 1 1/2" at the bottom to 1 1/4" at the top? I know what I'd like to see, and it's likely the same as you, but where does Trek's Boost 148 slot into on that scale? Is it worth it?

Bottom bracket, head tube, or axle related changes seem to bring out the haters in a way that maybe only Donald Sterling or Octomom are able to, and while I can certainly see where the frustration comes from, it's important to also remember that we're not running 1'' threaded headsets and road bike axle spacing due to companies pushing forward with their ideas.

''We wanted to have a wheel that's as stiff as what we were experiencing on a small-wheeled bike because that allows for better cornering, traction, and everything else,'' John Riley, Trek Mountain Bike Product Manager, explained to us. ''And we challenged our wheel team to come up with ways that would work with this style of wheel for mountain bike use. Boost 148 is a new direction for looking at the integration of the bike, the stiffness of the wheel, and how it interfaces with the frame.'' 
Are there other benefits besides the claim of added rigidity? Riley explained to us that it could also lead to far better tire clearance, allowing bikes to come stock from the factory with wider rubber, and also shorter chain stays and better clearance for large 'rings on a 1x drivetrain. The design of the Boost 148 hub was co-developed with SRAM, which makes sense given how axle spacing and drivetrain design are intertwined, and the layout is free for other manufacturers in the industry to use. It will be interesting to see whether or not that happens, and it's likely that the public response to Boost 148 will be the determining factor. For now, all Remedy 29ers will come with Boost 148 rear ends, but I expect it to pop up elsewhere in Trek's lineup as well. However, there is no sign of the entire industry adopting the same seat post size.





RE:aktiv Damper

The Remedy's FOX Float DRCV shock appears to be the same as last year, except for that small RE:aktiv decal stuck to it. What's that all about? You may have seen the press release a few days ago from Trek that talked about them working on new-to-mountain bike shock technology with the legendary Penske Racing, and while that blurb was heavy on the marketing, there is a real connection here between what Penske are putting inside the dampers that they provide for all sorts of auto racing applications and what is being used to control compression forces within the FOX shocks found on the new Fuel EX and Remedy platforms. And yes, the very same principles are being applied to the dampers that Penske builds for multiple Formula One teams, although a single one of those can cost more than what a Session 9.9 goes for. A lot more.

The RE:aktiv design is essentially Penske's regressive compression damper shrunk down and stuffed into the FOX Float CTD shock. It consists of a completely different main piston design that, in very simple terms, employs a spring loaded valve that can open to allow a lot of oil flow through the compression shim assembly. However, when the valve is closed the damper provides added low-speed compression for more efficient pedalling and, more importantly in my mind, more low-speed control that helps to keep the shock from pitching through its stroke when you're on the brakes or throwing your bodyweight around. This idea is to preserve the bike's handling.

The valve stays closed when the bike is stable, restricting oil flow and giving you a more stable chassis, until a pressure spike begins to open it. This typically happens when an impact of roughly three inches per second or faster occurs, which is actually a very minor hit. Penske worked quite hard at making sure that the system absolutely doesn't behave like a typical pressure release valve, though, and it was made very clear to me that one of the main goals of the RE:aktiv project was to create something that didn't behave anything like an on/off switch, but rather offered a more open and variable feel on the trail. Valve spring rate, valve plate design, and orifice size all came into play in the search for zero breakaway feel, and both FOX and Penske feel that they've absolutely nailed it. Part of this is also down to the velocity sensitive nature of the system: "When the valve starts opening you'll get very quick relief because there's a lot of flow area exposed extremely quickly before it regains control. That's the regressive element that you're feeling,'' Jose Gonzalez, Trek Suspension Engineer, explained to Pinkbike. ''As the velocity increases, the spring tries to work against that force, but at some point the force overcomes the spring to allow for a lot of flow, so there's no harshness. At the same time, because you've got the flow area constantly varying depending on the force that's pushing on the spring, as well as the ports that the oil has to then flow through, you get high-speed resistance as the velocity increases.''

FOX Penske shock


So, with Trek touting the F1 connection, it bears explaining why this type of damper is used on a race car, and why they feel it makes a lot of sense on a mountain bike. After all, the two couldn't be more different, right? Sort of. Sure, one weighs under 14kg and the other nearly 700kg and with twice as many wheels, but both depend on mechanical grip while also being very sensitive to abrupt changes in the pitch of their respective chassis. Grab a handful of brake on your bike and watch how its suspension compresses, something that can cause its handling to go from predictable to pointy in the blink of an eye, and the same goes for race cars but with the added complication of having to deal with downforce being affected. Both require suspension that "stands up" in its stroke until it needs to allow the wheel to get out of the way of a bump in a hurry, but both also need their suspension to be supple enough to provide that all important grip that keeps you pointing in the right direction. Sure, our requirements might be a little less demanding than what Lewis Hamilton asks of his Mercedes through Suzuka's 130R at 300kph, but that doesn't mean that the same basic principles don't apply.

FOX RE activ
  This is the very first prototype shock that Penske fitted with their regressive valving in-house. The piggyback is due to space constraints that saw them move the shock's IFP to a remote location in order to make room for the larger damper piston, something that was resolved on production shocks by some clever machining to create more room.

Trek Penske FOX


The yellow line on the graph on the left represents the added low-speed compression damping that the regressive system provides, but the important bit is how the line dips down after its high point, showing more oil flow through the compression assembly as the damper's shaft speed increases. Trek says that this is what causes the RE:aktiv shock to feel more natural and active than something with a blowoff valve that is intended to solely improve pedalling characteristics. The graph on the right shows how the system behaves in each of the three CTD modes - Climb, Trail, and Descend - with the yellow line representing the shock in Climb mode. Note how it dips down once shaft speed increases, but at a much higher force as required when in the firmest setting. This means that the bike should be much more useable when its shock is set to Climb mode, and that you won't get your teeth rattled out if you forget to flip it to the open setting before rolling into a rough downhill section. Last year's CTD shock without regressive valving would see the same yellow line continue to extend up and off of the page, meaning that it stays firm and less responsive.

FOX shouldn't be left out of the discussion, with the shock clearly still one of their Float CTD models despite the involvement of Penske. In fact, the whole project couldn't have happened without FOX due to Penske being a race oriented outfit that designs and manufactures components in relatively small quantities. You need four shocks for your F1 car by next week? Sure, just put your life savings on the counter, please. Looking for a few thousand for a run of production mountain bikes? Not so much. FOX, on the other hand, is able to manufacturer the shocks for the new Fuel EX 27.5 and Remedy 29 Carbon platforms while dropping in the regressive damper assembly that originated at Penske.

Trek Remedy 29 9.9 Photo by Sterling Lorence



It's a lot to take in, especially when there's also a new 27.5'' wheeled Fuel EX to talk about, but those who want to learn more about the collaboration between Trek, FOX, and Penske can expect an in-depth analysis of the system and how it came to be within the next few days. I ended up spending quite a bit of time riding the new RE:aktiv unit, including doing some back-to-back testing against last year's standard shock on the new Fuel EX in order to decipher exactly how the system could benefit riders, and you'll be able to read my impressions on the new technology soon.
 


 

Thursday, August 14, 2014

2015 Bontrager XXX Road Shoes

Bontrager XXX Road Shoes

(pictures and article from road.cc)
The upper is made from Clarino microfibre which is a synthetic leather-like material that's supple enough to conform well to your foot shape and tough enough to stand up to the odd scrape. The whole of the upper (not counting the tongue) is one piece so you don't find any seams digging in and causing irritation.

The tongue is generously padded and you get vented panels over the toes and on both sides of the foot. There are more vents in the sole, both underneath the toes and under the middle of your foot. Some people might want larger areas of ventilation, I guess, but I never found my feet heating up uncomfortably and I've used these shoes in 30°C+ several times over the past few weeks.

That closure system I mentioned comprises a Velcro lower strap – as usual, once you have it set you never need to touch it again – and two Boa IP1 dials.
 
If you've not used Boa dials before you should give them a go. They're ace. They're a little like the clicky wheels you get to adjust the fit of many helmets. Turn them one way and they tighten the cable that you have instead of laces, turn them the other and they loosen. You can also pop the dials upwards to let lots of cable out when you want to take the shoes off.

The XXX Road shoes feature Bontrager's Platinum Series Carbon soles which are the stiffest they produce. We've said it before: manufacturers seem to have sole stiffness sorted these days. It's hard to discern any flex at all in these even when you're giving the pedals everything you've got. Heel and toe bumpers offer some protection to the sole when you're walking to and from your bike.

Overall, I found these to be very good shoes. They offer a decent level of comfort – even though they're not quite at the top of the tree in that respect – they're very light and extremely stiff with an excellent Boa closure system.

The Bontrager XXX Road shoes are available in sizes 40-47 and in white and red colour options. On both versions that logo on the heel is reflective. Although these shoes aren't available until November 2014, you can order them now.

Verdict

Light stiff and efficient shoes with a good level of comfort and an excellent Boa closure system

Tuesday, July 29, 2014

2015 Trek Endurance/Race Bike: Domane Pictures


Trek's New Domane Models Include 6 Disc-equpped Bikes and 11 Rim Brake Bikes

"Disc brakes on the Domane make sense because there's a growing group of people who are using bikes like this for more off-road adventure riding on gravel roads or smoother bridleways, so there's a growing demand in the market for a disc brake road bike."

The Domane uses Trek's IsoSpeed coupler at the seat and top tube junctions to separate bumps and vibrations from the rider and create a suspension effect.





Trek Bicycle Superstore said this about the 2015 Domane 6.9:

"Trek's Domane was in secret development for three years. Then, they gave it to Fabian Cancellara to race on. It won. Trek considered every imaginable factor of frame construction to arrive at the perfect balance of speed, stability, and comfort. One ride and it's clear, they nailed it.

Made from Trek's 600-series OCLV carbon, this feathery light rocket boasts a huge bottom bracket and optimized tube shapes to maximize your pedal power. Your power is transferred through Shimano's Dura-Ace Di2 22-speed components, hydraulic disc brakes, fast Bontrager Affinity tubeless-ready wheels, and a carbon fork, post and bars to make this a purebred racing machine built for winning. And it has genius ideas like the IsoZone seat tube decoupler and IsoSpeed fork that make it comfortable and a dream to ride."

Thursday, July 17, 2014

Trek Domane 6.9 Disc Long-Term Ride Review

Better than the standard Domane in every way

-Article and Photos from Cyclingnews.com

Road disc fans were rightfully excited about Trek's recent release of the new Domane Disc. After nearly two months of testing, however, we can now say that this latest version isn't just a standard Domane with disc brakes tacked on; it's better than the original in nearly every way.


If your ideal day in the saddle is several hours long across a variety of road surfaces and with lots of elevation changes, you'd have a tough time finding something better suited than this.




That the Domane Disc offers better braking performance than the standard Domane comes as no surprise, especially given Trek's decision to go with Shimano's superb (and highly refined) R785 hydraulic setup. As we've experienced in the past, there's fantastic power on tap with minimal hand effort along with a positive initial bite that's far from grabby or overly abrupt.



Even better, that power is exceptionally easy to control with excellent lever feel and no discernable fade even on long descents, plus the performance is unflappably consistent with rain, heat, and mud having minimal effect. We did experience a bit of noise when the rotors got hot along with a bit of lever rattle (more on that later) but otherwise, there's little to complain about.

Quite tellingly, at one point during testing we climbed back aboard another test bike with broken-in Mavic Exalith 2-treated wheels – arguably the benchmark for rim brake performance – and the difference was akin to driving a car with disc brakes versus drums.

Even so, it's the ancillary changes that go along with the move to disc brakes that have us so excited about the Domane Disc – namely, the switch to thru-axles at both ends and the increased tyre clearance.

The standard Domane with its quick-release dropouts is no slouch in terms of frame stiffness – and in fact, Trek confirmed that it's nearly on par with the edgier Madone for drivetrain efficiency and actually even better in terms of front-end stiffness. Not surprisingly, then, we couldn't detect any difference in rear-end stiffness as a result of the stouter connection.


We did, however, notice a slight boost in handling precision up front, particularly on bumpier surfaces such as crushed gravel and washboarded dirt roads. Moreover, the more precise fit of the thru-axles relative to open dropouts meant that we could repeatedly remove and reinstall both wheels without inducing any pad rub on the rotor.




Given the company's global market and various national safety guidelines, Trek officially can only officially approve the Domane Disc worldwide for use with tyres no wider than the included 25mm Bontrager treads. However, we found ample room for 30mm-wide Challenge Strada Bianca open tubulars and their effect on the bike's ride was revelatory.

As expected, the bigger tyres produced immense cornering grip along with improved drive and braking traction on looser country roads. While they of course added some weight, they also tempered the one major criticism we have on the otherwise excellent Domane platform: the disparate ride quality between the front and rear ends (and at an actual complete weight of just 7.52kg/16.58lb in stock form without pedals, it's a highly capable climber with some leeway on the scale).


Trek's novel IsoSpeed seat cluster pivot is just as fantastic as on the standard Domane, turning standard pavement into glass and flattening even washboarded dirt roads into something that's far more tolerable. Combined with the well tuned carbon frame, the Domane Disc's rear end is exceptionally good at squelching vibration while also devouring bigger bumps – a trait no endurance bike from other companies has managed to achieve to this degree.

However, the front end rides notably rougher because there's no IsoSpeed-like mechanical device up there to even things out. The higher-volume tyres go a long way toward accomplishing that, and it's a pity Trek doesn't include them as stock equipment. If you're careful about which wide-profile tyres you choose, the bike actually even rolls across the road faster than before, even at substantially lower inflation pressures.


Otherwise, the standard Domane traits carry over, including the awesome stability at speed, surefooted cornering characteristics, and comfortable riding position. The front end can admittedly feel a bit floppy when moving more slowly, though, and tighter corners require a bit more conviction to rip through given the long wheelbase and slack angles.

We're willing to accept those quirks in trade for the incredibly confident high-speed manners, however, and even the super-tall front end can be largely tempered by swapping to a shorter headset cover and a more aggressively angled stem.

Frame: Progressive design, slick aesthetics


While the front triangle of the Domane Disc differs little from the standard OCLV 600-Series carbon Domane save for the altered internal cable routing setup, the rear end and fork are totally new.

Trek mounts the rear brake caliper to the chainstay so the seatstays now reach further rearward to make room before arcing back down to meet the dropouts. Those dropouts are also far meatier than before in order to make room for the bulkier thru-axle hardware and since there's no conventional rear brake mount required, the seatstays go bridge-free.




Otherwise, the standard Domane features carry over, such as the tapered 1 1/8-to-1 1/2in front end, the 90mm-wide BB90 bottom bracket shell with directly pressed-in bearings, an integrated chain catcher, keenly hidden mudguard mounts, and a pocket in the non-driveside chain stay for Bontrager's DuoTrap wireless speed and cadence sensor.

Up front, Trek retains the standard Domane's radically curved fork, which the maker claims offers more bump absorption than a more conventional setup (and we'd agree, at least to a point). As with the frame, the dropouts are substantially bigger than on the rim brake variant in order to accommodate the bulky convertible thru-axle dropouts although some of that visual mass is concealed by the integrated post mount brake caliper tabs.

Equipment: Fantastic Shimano hydraulic/Di2 group and solid Bontrager gear


Our top-end Domane Disc 6.9 model came loaded to the gills with premium equipment that included a Shimano Dura-Ace Di2 electronic transmission mated to R785 hydraulic levers and brake calipers, new Bontrager Affinity TLR Disc aluminium clincher wheels, and a variety of carbon and aluminium Bontrager finishing kit.



As we've noted on previous occasions, there's little negative that can be said about the unflappable Dura-Ace Di2 transmission – push the buttons and the chain moved across the various cogs and chainrings with remarkable speed and precision, all with but the slightest wiggle of your finger. And as we've already mentioned above, the associated R785 brakes are exactly what fans would want out of a high-end hydraulic road disc system.

Our complaints are fairly minor and limited to insufficient tactile feedback on the shift buttons and some persistent rattling from the levers on rough roads. We were able to eliminate most of the latter with a couple of tiny bits of thick tape applied just inside the lever body but we'd obviously prefer that Shimano iron out this bug from the factory.

Otherwise, we were already quite familiar with most of the excellent Bontrager finishing kit, such as the cushy Race X Lite IsoZone carbon bar, the reliably sturdy Race X Lite forged aluminium stem, and the light-yet-comfortable Paradigm RXL saddle.

We were pleasantly surprised, however, by the Affinity Elite TLR Disc wheelset. Though not especially light at just over 1,600g per set, the 17.5mm-wide (internal width) aluminium rims provide a reasonably spacious foundation for wider tyres and they've proven impressively solid with no truing required despite repeated bashing on less-than-ideal roads. Time will tell if the latest incarnation of Bontrager's house-brand hubs will hold up (the company has once again moved away from DT Swiss).





Potential buyers should make note that the Domane Disc's front and rear thru-axle dimensions are shared with mountain bikes so you'll also be able to swap in many 29er wheels, too.





Bottom line: Awesome long-distance cruiser

All in all, we found the Domane Disc 6.9 to just one component away from being a wickedly capable platform for eating up long stretches of road – any road, as it turns out. We love it as is but upgrading to high-performance, higher-volume tyres makes the bike truly exceptional.



Complete bike specifications:

Frame: Trek Domane Disc
Fork: Trek Domane IsoSpeed full carbon disc
Headset: Integrated, 1 1/8-to-1 1/2in tapered
Stem: Bontrager Race X Lite
Handlebar: Bontrager Race X Lite IsoZone
Tape: Bontrager gel cork
Front brake: Shimano BR-R785 w/ 160mm rotor
Rear brake: Shimano BR-R785 w/ 160mm rotor
Brake levers: Shimano ST-R785
Front derailleur: Shimano Dura-Ace Di2 FD-9070
Rear derailleur: Shimano Dura-Ace Di2 RD-9070
Shift levers: Shimano ST-R785
Cassette: Shimano Dura-Ace CN-9000, 11-28T
Chain: Shimano Dura-Ace CN-9000
Crankset: Shimano Dura-Ace FC-9000, 50/34T
Bottom bracket: Trek BB90
Wheelset: Bontrager Affinity Elite Disc TLR
Front tyre: Bontrager R3 Hard-Case Lite, 700x25c
Rear tyre: Bontrager R3 Hard-Case Lite, 700x25c
Saddle: Bontrager Paradigm RXL
Seatpost: Bontrager Ride-Tuned Carbon seatmast



Friday, July 11, 2014

Five Ways To Stay Steady During Hard Accelerations

Get The Most Out Of Your Acceleration By Following Five Easy Tips

1. Firmly grip the handlebar drops slightly lower in the bend than normal (not quite halfway between the deepest part of the curve and the end of the bar).

2. Keep your elbows slightly bent to help you hold a straight line.

3. Pull evenly backward and down on the handlebar with every stroke.

4. Don't hold your breath -  a common mistake during sharp efforts, even among experienced riders.

5. Keep your head up - another frequent error in technique, because it feels natural for some reason to drop your chin

Stay tuned to this blog for more tips - check out the website for a full product list www.schellers.com