As Mat Steinmetz has recently detailed for us with professionals onboard their machines at the IRONMAN World Championships — fit is more paramount than ever. Shoes, saddles, and bikes all play an important role in getting the right fit. We have a long history here at slowtwitch talking about fit. And yet, proper fitting feels further and further away from the average triathlete than it has in a very long time. One only needs to look around at transition at any distance race these days to see the smorgasbord of “fitting” that has been or, better yet, not been done.

Where did this go wrong? Why aren’t we taking care of new athletes to our sport like we should? And how do we fix it?

Let’s start with the obvious two statements: first, the COVID pandemic significantly disrupted services across all sectors. Bike fit was certainly included as part of that, but so were many other things; for example, we couldn’t get a ski lesson for our daughter in the state of Vermont in the winter of 2020-2021. And fitting has, admittedly, been slow to rebound from that disruption. We’ve seen many fitters leave the industry entirely, and we (as an industry) have not done a good enough job replacing them.

Secondly, there’s direct-to-consumer sales of bicycles that, I believe, has further contributed to the problem. Although some brands, like Quintana Roo, offer certain services that ensure that your bike is matched to your fit coordinates upon purchase, this still requires you to know what your fit coordinates are. And I would bet all the money in my pocket against all the money in your pocket that if you were to ask the full field at your next race what their fit coordinates were you might get 20 correct responses out of 2000 entrants. (Bonus points if you get the reference in the prior sentence.)

So we have a fitting problem. Even those of us long in the sport get it wrong. (Hi, I’m the problem — it’s me.) How do we fix it?

A Lesson Learned From Another Sport

I think a couple of the answers can be found out of a recent experience I had in a fitting for another sport — skiing. We were recently out in Colorado for a pre-season ski racing camp for my daughter, based out of Loveland and Copper Mountains.

I knew going into the ski season that I was likely going to be looking at new boots at some point during the year; I’d had my prior pair for almost 5 full seasons and 300+ days on them. As it turns out, the timeline for looking at boots accelerated to “right f’n now” when, midway through a descent of mogul fields, I had to make a decision between a.) retaining the tight fit in my ankles and losing more feeling in my feet, or b.) loosening the fit and having slop in response and actually knowing where my feet were underneath me. I chose option B, which worked in the moguls, less so on the boilerplate where things had gotten skied off.

And with feet of snow on the way, it was time to rip the bandaid off.

A cursory Google search revealed that one of the top boot fitters in all of North America was at the base of Copper Mountain: Surefoot. If you were to think of Surefoot as a cross between a bike fitter and a Fleet Feet you’re probably not far off; there’s a few dozen locations at mountains nationwide, and there’s a process in place, although the process is only as good as the person leading the fitting (and, in some regards, the person being fit — you need to know yourself, too).

So as the snow started flying on a Monday morning, I walked into Surefoot and got down to business.

We kicked off the process by talking through what was working and not working with my current boots (working: they clipped into my bindings; everything else stunk), as well as my skiing style (I ski everything, including introducing myself to trees and signs named Cliff). Then it’s off to a foot scanner, which is pretty much a pin pad under your feet. It’s there to measure foot length, pressure, and volume; it’s also there to build up a custom footbed. Total time spent thus far: 15 minutes.

You then grab a seat as the footbed gets made. I had good company for it.

Then your fitter comes back over to you with all of the measurements for your feet. It then gets matched against the characteristics of the dozens of models of boot shells that Surefoot has on offer to come back with the best fit. In my case, that is Lange’s Shadow 120 MV (that’s medium volume, for the fellow ski nerds). That doesn’t mean it’s perfect; there was still some punching and adjustment that was needed, but it was the best fit. After some shell work, then it’s custom liner time — foam is injected into the boot as you move back and forth (you know, like you’re on the hill), molding it to your shape and movement patterns. Then after curing, you’re done.

Total time spent: 45 minutes. Wallet: an additional 30% lighter than if you bought the boot off the shelf from another retailer. Performance difference? Absolutely. Comfort difference? Night and day. I was able to rip through steeps and chutes without worrying about my feet or slop in response between trying to turn and actually turning. It was like the first time I put on prescription sunglasses and I could see the difference between what I thought was clear vision and what actually clear vision is.

And that’s where I think there’s three solutions that are applicable back to our industry.

Fit Databases, Shoes, and Cockpits

Let’s start with the easiest fix: we need to get back to coming out of fittings with specific prescriptions on what the best fitting bicycle is for that user within their stated budget range. Too many fits these days come back with too many options for someone. A recent fit sheet I saw for someone gave them five different solutions without input as to what the best of those options were. How does that customer know which is the best fit?

This is where Retül used to be an industry leader. But, as mentioned before, a tool is only as good as the fitter using it — and we’ve lost a fair number of high quality fitters over the last five years. We at Slowtwitch used to carry a database of frames, but it did not get us to the proper contact points of fit, which are pad stack and pad reach. But — fitters, customers — I implore you. If you’re not getting a specific fit prescription out of a fitting (x bike, y bar, z stem, q saddle) — you aren’t having a proper fitting done.

Next, I think there’s a key lesson to be learned from the pressure mapping and boot shell database that Surefoot provides. Cycling shoe fit (and potentially, pedal selection) could be handled this way, too. Far too much of shoe selection comes down to trial and error without really understanding foot shapes, volumes, support needs, and ultimately, comfort. As a primary contact point on board the bike, being able to ensure that your feet are comfortable is a gateway to a better experience while riding. This feels like a simple enough solution — match your foot to a shoe shell, and then identify whether or not you need a foot bed, or the shoe stretched in a certain way, and depending on pressure mapping, might dictate cleat position.

Then there’s my pie in the sky idea that came as I was having the injected foam liner made for my boots: why couldn’t we do this for aerobar pads? I think we are missing the plot a bit with 3D printing specific carbon parts. Instead, what if your fit prescription involved a specific length of a full-arm aerobar (say, a Profile Design 43ASC in 400mm), and then the foam padding is injected and molded to your for comfort? That feels far more in-reach (and potentially attainable) for athletes versus the thousands of dollars certain cockpits can cost today.

In all, it was just another in this year opening my eyes to just how critical proper fitting is.

The post The Difference Custom Fitting Provides first appeared on Slowtwitch News.

Go big or go home they say. And Wahoo has gone biggest with the ELEMNT ACE.

Whats in the box? User manual, little cute safety strap, USB-c cable, massive (yet lighter) mount and, of course, the computer itself.

One, Two, Three is the current count now when it comes to bike computer options from Wahoo.

ELEMNT BOLT – ELEMNT ROAM- ELEMNT ACE

The above and below will give you an idea on size of the offerings

The new mount really breaks the “mold” and comes in metal instead of plastic.

Elemnt BOLT at 3.05″ x 1.86″ x .84″ with a 2.2 in display and 15 hour battery life.

ELEMNT ROAM with a 3.56″ x 2.34″ x 0.8″ and 2.7 in display and 17 hour battery life.

Now that you have a visual Idea on the size of this sucker the ELEMNT ACE, let’s dive in a little.

With a massive 3.8″, 3:2 aspect screen that comes in with a weight of 208g // 7.4 oz, Wahoo isn’t trying to attract the weight weenies with this new computer. Instead they are after the information-seeking geek that wants to not only see what’s going on, but also has buttons that make getting around the device as easy as possible. This thing even comes with a digital bell: a “ding ding, get out the way” sort of ring to it. This size and spec makes the ELEMNT ACE the largest bike computer on the market today. So what’s inside all of that space and what do we think about it?

WAHOO APP

One of coolest part of the new product offering for me is sort of misleading is the Product Name “ELEMNT ACE.” The reason it’s sort of misleading and exciting to me all at the same time is the this is first time that Wahoo has any of their bike computers sync with the Wahoo App, instead of the Elemnt App. Meaning they are going in the direction of a single app and that now I can pretty much have almost all of my stuff in one app instead of trying to remember what app I need to control my Wahoo tools. And being a triathlete that is entering winter and the pain cave months that is pretty nice to have. As Wahoo continues to consolidate the ELEMNT app into the main and single Wahoo App we will all benefit that’s for sure.

These are going to be all the tools I live by for the next 3-4 months and its nice to be able to see everything in one control center.

Massive Digital Display

First off the extra large screen is not only big but it’s touch screen. It’s not the first or only touch screen bike computer on the market but it is the largest touch screen. And when it comes to trying to mess with your computer while riding your bike ,sometimes having that larger field of play helps you get the touch point just right. Don’t get me wrong; this isn’t like playing around with your iPhone but the touch screen is pretty legit when it comes to moving from page to page. Sometimes buttons just get old. While the screen is larger then its competitor, the Garmin Edge 1050, it does have a smaller pixel count by 80; the Wahoo Ace coming in with 480×720 instead of Garmin’s 480 x 800 pixels. (That’s the photo geek in me.) What impresses me the most is the 30 hour+ battery life that this massive display allows. A lot of this is because of the way Wahoo designed the display using the transflective thin-film transistor (TFT) screen. It provides excellent anti-glare and anti-reflective properties and allows for not only the LED backlight but also the sun to power the device in regards to visiblity.

INTERGRATED WIND SENSOR

Wahoo is dubbing this a category first – and I have to agree that this is pretty freaking cool. Although way more of this will be in our follow up article, but for now does this mean we are going to be able to buy this device and skip the wind tunnel? Probably not. But will this tell you in real time you are getting a solid draft off your buddy that you are sitting behind? 100%. Just look at the 13 minutes I sat right on my buddy Ryan’s wheel going up the canyon while we had a head wind. Heavy airboost on! Don’t worry, I don’t need his wheel; I needed to test the product! What does this really mean? It means that if you are in a draft legal event (triathlon or otherwise), you start to use this tool to help you pace yourself in a pack. Maybe it can also help you figure out what the difference getting in the drops makes.

Using the front facing opening shown below, the ACE allows for riders to not only see real time data while in or in front of the pack,but also post ride ELEMNT ACE provides Wahoo Wind Dynamics (WWD) to the Wahoo App that can be used to analyze performance and to help understand wind speed and its impacts on performance.

Does the computer come with all the bells and whistles of the Air Sensor? Not yet, but the basics are live and the rest will come in the forthcoming updates, some of which are listed at the end of this article.

MAPS

Not only does the ACE support Google and Apple Maps, but the Turn by Turn navigation is now also audio enabled which allows for riders to explore safely. This is where screen size really comes into play. Riders can not only see the direction they need to go, but what is ahead of them with overlays of your desired data points and/or graphs. Nothing drives me more nuts then going on a ride and not knowing if I have a 4 mile climb coming up or not. I really like to explore but in my older age I want to be prepared for as much as possible too.

Using MAPBOX in the new userface really does an awesome job at allowing riders to dive into the what they just completed. Seeing everything in 3D and having mulitple viewing options not allows for riders to get a feel for things, but they can really start to see where they can improve as everyone is searching for KOM and QOM’s these days.

Adding routes from other platforms seems to be about as easy and I have seem. I sync’d this from Ride With GPS.

So if you’re getting maps from friends or your coach, connecting and creating routes is pretty seamless.

The post event data is just a whole new level as well. Everything a Slowtwitcher would want to see.

INITIAL THOUGHTS?

I sort of laughed when I got the package and opened it up. All I could think about was how big this thing was. Then I plugged it in, turned it on and started to use it. I’m not sure I would ever use it in an IRONMAN or a 70.3. I just don’t know if I need that much data and size for a “guided tour.” But I will 100% use it at every single gravel race or long training ride I do. (Assuming I can fit it between my aero bars.) It’s about time Wahoo finally started to consolidate it’s apps into one. That has been one of my only complaints with their eco-system to date. All in all, it’s not so much the idea that I can see a thousand data fields on my screen as much as I can actually see the data I want. I can be a little more safe while trying to navigate in places where I have never been. I can see a little more clearly if an important call, text or email comes in so I’m not reaching for my phone to check it. These are the things that I think are important to a lot of us who live really busy lives that are trying to stay healthy at the same time.

We will have another write up and full YouTube video in the next week or so. Mostly because some of these updates didn’t really come out until the last day or so so I just didn’t have enough time with the holiday to get out and test them the way they I needed to. Below is the latest spec sheet from WAHOO along with their planned updates.

PRICING

• USD $599.99
• CAD $849.99
• GBP £549
• EUR €599
• AUD $999
• JPY ¥99,000

Forthcoming Updates

• Planned December 2024 Updates
  • Strava Live Segments
  • Offline configuration support (to supplement cloud based architecture)
  • “Workout Profiles” rebrand to “Activity Profiles”
  • Additional UI/UX Refinement and bug fixes

• Planned January 2025 Updates
  • Enhanced LiveTrack

• Ongoing Updates 
  • Wahoo is committed to improving rider experience through regular software updates – much of this is from customer feedback, alongside a company mission to keep improving the functionality of our products. There will be regular software updates unlocking new features, levels of performance and data-driven insights.

The post The All New Wahoo ELEMNT ACE first appeared on Slowtwitch News.

While at the booth we did find some time to look at the expanded offerings Dimond is bringing to the space. Like most triathlon-focused bike companies, Dimond found they needed to offer more than just flagship triathlon-specific bikes. That’s especially true for companies, like Dimond, that only offer non-UCI approved versions. Those bikes are fast – probably some of the fastest on the market. Cervelo went down a similar route with the P5X and P3X series (yes, they still have the UCI-approved P5 and P-Series), but even that approach comes with a price. I’m not talking about the lack of weight savings. I’m talking about how expensive they are, and how hard they are to produce. In the end, bike molds are not cheap, and manufacturing at small scale isn’t either. The other hardship that these companies run into is providing the necessary customer service required for these specialty bikes. No matter what the size the customer base, they still have to have parts on hand, along with customer support staff that know what they are talking about.

What has been very different with the companies that are offering non-UCI approved bikes is the wide variety of pricing. Dimond, for example, offers $10,000 frames that end up at $21,905.21 for a full build. But, because they have been able to utilize a modular building process, they can still have a $3,500 offering for a fully-built beam bike. (I personally think you need to get your head checked for spending $22,000 on a bike for a triathlon, but we live in a world where people spend that sort of money just getting to the race. So, I guess, if you have it, why not?)

So, lets look at Dimond’s flagship offering.

THE MOGUL

Frame Weight: 1.8 ± 0.05 kg (Size IV)

Dimensions: 43 x 32 x 11 in

Size: I, II, III, IV, V

Build: Frameset, Custom

Compatibility: Shimano Di2, SRAM eTap, Mechanical (1x only)

BB Specification: PF30 (46 mm dia. x 68 mm w.)

S.H.I.S. Specification: IS 41 28.6 / IS 41 30.0

Material: Carbon Fiber

MONARCH BASE BAR

Basebar Width: 40 cm

Stem Length: 90 mm

Pad Reach: Max. 150 mm

Arm Tilt Adjustment Range: +/- 10°

Steer Tube Clamp Diameter: 1 1/8 in / 28.6 mm

51 SPEEDSHOP EXTENSIONS

• 15mm Offset
• 30 Degree grip angle

LUNCH BOX

Large enough to fit your whole lunch, and almost three times the size of most storage systems, the Lunch Box is an integrated bento that’s built in to the beam behind the stem. The volume is significant – size IV and V hold approximately 700mL, while the II and III sizes hold about 550mL.

Some examples of what will fit:

• 13 Gels
• 8 Cliff Block Sleeves
• 6 PowerBars
• 2 Gel Flasks

TOTES

Tools Or Technical Equipment Storage (TOTES) is designed specifically for your flat kit and multitool storage. The compartment is located above the BB cluster. The TOTES improves aerodynamics and will allow you to fix a flat on those long training, or race, days. Your significant other will be happy to hear they won’t have to pick you up (again) because you left your flat kit at home.

Suggested contents: 1 Tube, 2 Tire Levers, 2 CO2 Cartridges, 1 CO2 Inflater Adapter, 1 Small multitool.. (Or, if you’re sure your significant other really loves you and won’t leave you stranded, more snacks.)

AERO

The fully integrated internal cable routing on the front end is super clean.

TIRE CLEARENCE

While one could fit a 30 mm tire on the Mogul, the margin of error is pretty slim. Dimond recommends 28 mm tires, which are shown here.

FYI

Because of the way the Mogul is built, if you plan to use it on a smart trainer, you will need to purchase the Stationary Trainer Adapter to keep your warranty active.

My thoughts have always been consistent with regard to the look and feel of the Dimond beam bikes: they are beautiful with a rear disc wheel.. They look a little odd without a disc on the back, in my opinion.

According to the company’s website, here’s the current Dimond triathlon line up:

• MOGUL $10,000 (Frame only) $21,905.21+ decked out.
• IKON $8,499
• MARQUISE $7,499
• MARQUISE RIM $7,199
• TRILLUANT $4,999
• CARBONADO $3,500

One of the things Tollakson and I spent some time talking about was how much overlap our companies have in the endurnace market these days. At Slowtwitch, I continue to point out that, in the end, our community is more “Endurance Sports” driven than “Triathlon” driven. Over the years Tollakson has been forced to follow the path of this loyal triathlete customers, too. That’s why it’s not only been a success, but a need, for him to produce Road, Gravel and even get into the Mountain Bike scene. The company also does little kids’ “Balance Bikes,” but that’s mostly becuase of Tollakson’s passion for youth cycling, and, in my opinion, his joy of being a father who trying to keep his kids as active as he can.

Dimond has been able to innovate, not just because of the modular build process, but by also keeping high-dollar accessories in house through the launch of Red Crown Cycling, which does bars and wheels. That ensures Tollakson avoids having more items shipped from overseas, and ensures he can keep things spec’d the way that these bikes need to be.

The latest from the company is the new GRANITE Gravel frame. That bike was born from the desire to get a 2.2 Mountain bike tire between the seat stays, while still using a road BB. They did end up about .1 short of that goal, but, maybe if you’re like the great “Caveman” Conrad Stoltz, you can just shave that little bit extra off the tires and be just fine.

The Dimond Granite:

Max Tire Clearance: 700c x 50mm or 27.5 x 2.2″

BB Standard T47 (86.5mm)

Fork steerer tube 1.5 to 1.125 tapered

Internal Cable Routing

Internal storage allows for a all sorts of stuff including “lunch”

The FIDLOCK system they use to keep your goods in the frame is the best one I have seen to date.

TIRE CLEARENCE

45c is what is shown here

Mounting’s Galore

This bike is made to go the distance with over 11 mounting points outside of the top tube. This frame can probably hold enough gear for even the longest backpacking adventurer.

The Red Crown Cyling and Intergrated Front End.

Dimond was born out of Tollakson’s desire to go faster. His engineering mind would just never stop thinking about things. He was the first professional triathlete to use the high-hand position – which is now common. His elbow pads may have been a little extreme, but using them still tested faster, and he was clearly onto something.

Starting and owning a business is hard work. I have always admired Tollakson for doing what he does, and I certainly applaud him for still being in game. What he currently makes in the triathlon space may not be for everyone. If it is something you’re interested in, you should go check the Dimond bikes out. They are far from the standard, UCI-approved frames so many other company’s are offering. You can get more information at www.dimondbikes.com

The post Dimond Bikes Continues to Press Forward first appeared on Slowtwitch News.

Wahoo has launched the start of a new line of accessories branded as TRACKR. An updated heart rate monitor is first on their list; the TRACKR HEART RATE monitor replaces the TICKR chest strap HR monitor. However, the optical TICKR Fit Armband HR monitor will continue to be offered for the foreseeable future.

What’s new with the TRACKR HEART RATE Monitor? The two main changes are moving away from a coin battery toward a rechargeable unit and claims of increased accuracy. There’s also changes to the way the strap connects. Below I show comparisons between the new TRACKR HEART RATE (top) and the old TICKR HR monitor (bottom). I’ve been using the new TRACKR HEART RATE the last two weeks.

Although the size of the HR monitoring unit has been reduced with the TRACKR HEART RATE compared to the TICKR, the width and material of the strap remains the same.

The smaller TRACKR HEART RATE unit is more comfortable because you notice it slightly less sitting on your chest.

By removing the need for a coin battery door, the TRACKR HEART RATE unit could be reduced in height top to bottom. However, the unit remains essentially the same in the side width.

The TRACKR HEART RATE unit is recharged with a proprietary magnetic cord. Though I appreciate being able to recharge the unit and moving away from coin batteries, I’m not a fan of having yet another special charging cord that I need to keep track of.

Similar use of snaps to connect the unit to the strap, comparing the new TRACKR HEART RATE and the old TICKR.

The detection area on the straps has increased slightly, which may having something to do with Wahoo’s claims of increased accuracy.

The strap adjustment on the TRACKR HEART RATE has been simplified, which is a welcome change. The double adjustment on the old TICKR always took extra effort to lay flat.

The new TRACKR HEART RATE uses a hook clasp instead of connecting with the snaps on the old TICKR. The TICKR is definitely easier to put on, snapping together at the center of your chest. The new TRACKR HEART RATE requires you to reach around to your side to hook the clasp in the loop. Alternatively you can hook it in the front and then spin the strap into place.

Works As It Should

Over the last two weeks testing the new Wahoo TRACKR HEART RATE, my lasting impression is that it does what it should to the point that I don’t have to think about it. This was also true of the old TICKR.

I had no problems connecting the TRACKR HEART RATE to all my different devices. It’s up to speed with both ANT+ and multi-Bluetooth connectivity. In short, there’s no issues connecting to all the Wahoo and Garmin computers that I have around. Also no problem pairing it to apps on my phone and gaming PC.

The rechargeable battery is supposed to last over 100 hours of use. I charged it once and haven’t needed to recharge it since I’ve been using the unit. I’m all about moving away from coin batteries, but lost is the convenience of instantly reviving a dead unit with a battery swap. The initial charge time was reasonable, though. I’m gradually developing better pre-ride recharging rituals as more and more components on my bike require batteries.

Accuracy

Wahoo claims the new TRACKR HEART RATE is more accurate with an improved algorithm. I asked for more details, but the Wahoo representatives were reluctant to share evidence that supports their claim. I’m not too worried about that, but I’m always working on my cardiologist to trust my HR data that I’m capturing. I’ve pretty much won him over and can show him my SVT episodes when they happen, but it would be nice if Wahoo could do that work for me by making their accuracy details available.

Do You Need It?

If you are in the market for a new HR monitor, take a closer look at the Wahoo TRACKR HEART RATE for its increased connectivity (up to 3 Bluetooth devices at once) and rechargeability (moving away from coin batteries). Other than those two main selling points, I don’t see a need to run out and buy the new TRACKR HEART RATE if your current strap is doing everything you want it to do. MSRP is $89.99.

The post Tested: Wahoo TRACKR HEART RATE Monitor first appeared on Slowtwitch News.

Meet Johnny and Colleen Vanderwell. The Southern California-based couple is passionate about introducing cycling enthusiasts to the benefits of using a wax-based chain lube. They aren’t necessarily setting out to compete with the wax lube you may already be using. Rather, they are on a mission to educate people and potentially convert them to chain maintenance with a wax lube.

Weary of the time-intensity of stripping and hot waxing chains, Johnny started experimenting with using wet wax chain lubes around two years ago. He had created his own hot wax mix with paraffin and Teflon and decided to make his own wet wax lube. In consultation with a chemist, Johnny has created over 200 test batches in his garage before arriving at the formula for FAAST.

As with all lubes, the goal is to get the lube “inside” the chain and not just on the surface of the plates. Ideally, the lube works its way into the rollers to help reduce friction. Too thick and the wax lube will remain on the surface of the chain. Too thin and the wax lube will drip off the chain without leaving enough wax behind inside the chain.

The Vanderwells combined Johnny’s experience as a bike mechanic and a garage chemist with Colleen’s background in operations working for non-profit organizations. The result of their combined efforts is the launch of the FAAST chain lube last fall and a steadfast commitment to grow their brand by educating cyclists about keeping their bikes clean and free of avoidable friction. FAAST connotes movement and helps share their message to “Keep Going” on and off the bike.

Testing

Johnny sent me a bottle of the first iteration of FAAST that they brought to market. To give it full consideration, I completely stripped a new chain of the manufacturers lubricant and applied the FAAST wax lube, one drop on each roller. After letting the chain dry, I did a short ride but wasn’t satisfied that I had enough wax lube on the chain because it was still squeaking a bit. After the second application and letting it dry, I had a silent and clean chain. However, I did find that I had to reapply wax lube every other ride.

Johnny was hearing similar anecdotes from his local riding community that uses FAAST wax lube. That initial batch was a bit too thin and wasn’t leaving enough wax behind. So, back to the chemistry lab in his garage, Johnny produced a slightly thicker formula. I’ve been using the thicker formula now for a couple weeks and find that I don’t have to reapply as often. More wax is in fact staying in the chain compared to the first iteration they brought to market.

Not all my bikes have waxed chains. I’m very much in alignment with Johnny’s thinking that wax lubes (and hot waxed chains) are better suited for dry conditions. Wax chains pick up less debris – they don’t produce the friction paste that petroleum-based lubes tend to do, especially if over applied. Any dry dirt collected by waxed chains tends to clump up and drop off, leaving you with a very clean looking and quiet chain.

However, waxed chains are not ideal in wet conditions. Your chain will rust if not dried off after a ride in the rain. Johnny suggests that wax lubes aren’t for you if you are planning to ride regularly in the rain. However, if you are only being caught in the rain occasionally, Johnny suggests that wax lube is viable but may need reapplied more often – even during the ride. FAAST will soon be available in 1 oz. bottles for this very purpose.

Following this line of thinking, I tend to use hot wax or drip wax lube only on my fair-weather bikes, namely my steel glam commuter, my indoor track bike, and the bike I have semi-permanently parked on the indoor trainer. For the rest of my road, gravel, cyclocross, and mountain bikes I use a petroleum-based wet lube.

Available Now

If you are in the wax curious category, FAAST is a great place to start. You are getting a tested product from the Vanderwells, who want to help you learn how to use wax lube not only to have a cleaner and more efficient chain but also to prevent unnecessary wear and tear on your bike’s expensive drive train.

You can purchase a 4 oz. bottle of FAAST wax lube for $18 on their website, as a single purchase or as a subscription with two-, four-, and six-month options. You can also purchase their wax lube on Amazon, if you need to replenish FAAST in two days with a Prime membership.

What’s Next?

I asked Johnny and Colleen what was next for FAAST Products. For now, they said their mission is education and helping more people learn to use wax lubricant appropriately on their bicycles. They suggested that most people who aren’t using wax don’t know that it may be a viable option for them.

Johnny shared that although it’s ideal to strip your chain before using FAAST wax lube, it’s not necessary. His testing has revealed that with regular application, the wax lube will replace the manufacturer’s lubricant on new chains over time.

The Vanderwells also shared that they are looking to partner with grassroots events and cycling enthusiasts who share a passion for educating people about bike maintenance and care.

There are so many squeaky chains out there that simply are not FAAST.

The post Introducing FAAST Wax Lube first appeared on Slowtwitch News.

A couple of guys on our master’s racing team threw out the idea of taking a bike packing trip from Buffalo to New York City along the Empire State Trail. The total mileage for the route is around 570 miles. We blocked out a week in August to ride the route one way and take an Amtrak train back on the last day.

We are total bikepacking newbies, and this will be “credit card bike touring” for this first trip. We plan on paying for accommodations and food along the way. We’ll save a self-supported trip for another time, if this trip goes well.

We all have gravel race bikes that aren’t designed for bolting on racks and accessories for bikepacking. My TIME ADHX 45 is arguably a pure race bike with only top tube bosses for attaching a top tube bag. That puts us in the position of looking for soft bags to strap to our bikes.

UK-based Tailfin caught my attention because in addition to strap-on frame bags, they offer a rack system that can be used on thru axle and quick release bikes that don’t have touring bosses in the frame. I reached out to Tailfin about our trip, and they kindly sent a full setup for review. Here, I’ll offer my first impressions. After our trip, I’ll follow up with a more in-depth review.

Thru Axle Selection

The most complicated step of working with the Tailfin rack system is selecting the thru axle that is compatible with your bike, and even this isn’t that big of a deal. Tailfin’s website includes extensive guides and videos for all of their bikepacking gear, and the axel guide walks you through all of the information you need to gather about your frame. For thru axel, the length of the axel, the thread pitch, and the shape of the interface are the key details to consider. My TIME frame wasn’t listed on their website, but the thru axel details were easy to find on TIME’s website. For quick release, there’s nothing to worry about because the skewer they offer can be used for both 130mm and 135mm rear dropouts.

The Tailfin axels have attachments for the rack on the ends, giving the rack a fixed and stable contact point that doesn’t involve the bike’s frame.

Tailfin also offers frame mounting options if your bike frame can accommodate them.

Rack and Bag Selection

The racks come in carbon and aluminum and with and without pannier mounts. I wasn’t sure how much gear I would be carrying on this trip, so I opted for the carbon rack with the pannier mounts. I also decided that I wanted the removeable top bag instead of the lighter one that is integrated into the rack. And, I decided on the ultra-durable pannier bags instead of the super light version.

I wanted to run a frame bag, but I also wanted to fit two large water bottles. One of the few upsides to being tall and requiring an XL frameset is having more room in the main triangle of the frame. The frame bags come in three wedge-shaped sizes ranging from 1.9 to 3.5 liters, as well as six half-frame sizes ranging from 2.3 to 6.5 liters. The 4.5L half-frame bag appeared to be the best size for my intended use.

The top tube bags come in a zip and a flip option. I have a few other zip top tube bags on hand, so I decided to select the flip option for ease of access while riding.

Super Easy Setup

The rack assembly and pannier setup were easy to complete. Tailfin’s website includes instructional videos that I followed to make sure the clamps were facing the correct direction on the rack, top bag, and the pannier bags. The half-frame bag didn’t require any special instructions. The top tube bag has an option to strap or bolt on the frame, so the only work there was lining up which holes to use for the bolts.

I am impressed how easily the rack attaches and releases from the frame, as well as how easily the pannier bags and the top bag are added and removed. After the initial setup is complete, the whole system of bags take less than 10 minutes to put on the frame and less than that to remove.

Key Features

The material of the bags seems very durable, and they are designed to be waterproof. The panniers and top bag have large roll-top openings that make packing and access easy. After packing, the top gets rolled and strapped down to the sides.

There is an air valve on the side that allows compression, letting the air out and then closing the valve to retain a semi-vacuum seal. The shape of the compressed bag is maintained by the straps. Each bag has additional internal storage features, such as zippered pockets.

The half-frame bag has an internal carbon reinforcement struts that makes using the durable zippers easy but also prevents the bag from bulging out to the sides to the point that your knees would rub. The bag has a partition for smaller items on one side and bulkier items on the other. There is also a port in the front that allows for charging cables or a bladder hose to pass through. My favorite feature of the half-frame bag is the Velcro straps at the top meant to hold a pump.

I wasn’t sure I was going to like the flip cover option on the top tube bag, but I’ve come to really like it for ease of use. The opening is much larger than the zippered top tube bags I have on hand, making access quicker and easier while keeping your eyes on the road.

No Noise

I’ve only ridden the full setup around the neighborhood so far. However, I’m struck by how quiet the whole setup is. The points of attachment on the rack have rubber gaskets that eliminate any rattle when hitting bumps or going over rough surfaces.

I had the bags packed with dog towels to give them shape for this initial review. So, nothing was rattling around inside the bags either.

Not Cheap

This whole setup is a certainly a hefty investment. Tailfin has put a great deal of time and energy into testing and getting the smallest details correct. This is evidenced by the multiple iterations the bags have been through and the number of options available for each type of bag, including those that I’m not featuring here.

Here’s the damage if you are paying full retail:

$465 Carbon Rack w/ Pannier Option
$210 AP Rack Top Bag
$330 2x Ultra Durable Pannier Bag
$145 Half-Frame Bag 4.5L
$75 Top Tube Flip Bag 1.1L

Though it adds up, I’d argue that it’s worth keeping in mind that this setup allows you to convert a racing bike with no bikepacking features to a full-on touring rig, eliminating the need for buying a different bike for that purpose. Tailfin also offers a 5-year full warranty and a 30% off crash replacement policy.

More to Come

We have an overnight shake out ride planned in July before our weeklong trip in August. I’ll be dialing in this bikepacking setup and determining the best ways to pack and distribute shared gear among the three of us. One consideration I’ll be making is whether or not I need to run the pannier bags for the longer trip. I’ll follow up with a more extensive review based on those trips.

The post First Impressions: Tailfin Bikepacking Gear first appeared on Slowtwitch News.

What are the Virginia Tech Helmet Ratings? And why should you care as a helmet consumer? The short answer is the reduction of concussion risk. Since 2011, Virginia Tech has been testing helmets in sport-specific conditions. Some helmet manufacturers are using these test results to drive innovations in helmet design and materials. I met with Dr. Barry Miller to learn more about how cycling helmets earn the STAR ratings they do and to ask if innovations like MIPS make a difference in the test results. Below are the major take aways from our conversation.

Helmet Testing

By law, all bicycle helmets sold in the US must be certified by the Consumer Product Safety Commission (CPSC). If you look inside your helmet, you will find a sticker (if it hasn’t become detached with use) that attests to this certification. The CPSC testing is pass/fail and involves four tests, one of which is a drop test. The pass/fail threshold for the drop test is the point of skull fracture. As helmet consumers, all we know from the CPSC certification is that our helmet passed the minimum standard to be sold to us in the US and will hopefully prevent a skull fracture. However, we don’t know from the CPSC certification the extent to which any particular helmet reduces concussion risk.

That’s where the Virginia Tech Lab comes in with much more involved and rigorous helmet testing. For each sport addressed by the lab, Barry’s colleagues developed a specific test protocol based on field observations. For football, the field testing involved collecting data from sensors within the helmet during practices and games. For cycling, the field testing involved simulation studies of bicycle accidents.

The helmet testing protocol and evaluation system that the lab developed for cycling is detailed in an open access, peer-reviewed journal article (Bland, et al., 2020), but here are the highlights:

Helmets are tested on a custom drop tower that involves dropping a helmeted headform on to a 45-degree steel anvil covered in sand paper. The angle of impact was determined from simulation studies, and the 80 grit sand paper simulates road friction. The helmet is dropped on six locations on the helmets at two velocities to simulate low-speed and high-speed impacts. The low-speed impact is the most common in cycling, while the high-speed impact is meant to represent the types of impacts that most commonly result in concussions.

In short, for a helmet to do well in the Virginia Tech lab, it must be dense enough to pass the high energy CPSC impact test to prevent skull fractures and compliant enough to reduce concussion risk based on linear and rotational forces that are measured at two velocities.

This data then gets weighted based on frequency in real-world impact scenarios and run through a formula detailed in the article that takes into consideration concussion injury risk. The result of the calculation is the Summation of Tests for the Analysis of Risk (STAR) score. While the calculation of the data is hard to follow, the STAR score is easy to understand. The lower the STAR score, the lower the concussion risk when wearing the helmet while cycling.

What’s my helmet rated?

Your helmet may or may not be currently included in the Virginia Tech bicycle helmet ratings. Barry said that helmets come to the lab in a variety of ways. Manufacturers will send their prototypes and commercially available helmets to the lab for testing. Some of these manufacturers, like LAZER for example, will report the STAR ratings for their helmets as a selling point. The lab will also occasionally buy helmets on the open market if there is high demand for a particular helmet from consumers or if a helmet is featured by other helmet testers, such as Consumer Reports. The lab attempts to test a variety of brands, design technologies, and price points.

If your helmet is listed in the ratings, take note of the STAR score in the low impact energy compared to the high impact. Again, the lower the score the lower the risk of a concussion when wearing that helmet properly.

The Price of Safety

If we believe all the marketing hype, we might assume that a more expensive helmet might be safer. But, that’s not necessarily the case based on the sample of helmets tested by the Virginia Tech Helmet Lab within the road category.

Of the top 30 road helmets (ranked overall 1 through 65), the STAR scores ranged from 8.40 to 11.28 (all five stars). Fourteen are $250 and above, thirteen are between $100 and $250, and three are less than $100. Of particular note, the Giant Rev Comp MIPS has a STAR score of 9.13 and a cost of $65.

Barry shared that the reason for why a helmet does better than another in the testing is varied and heavily based on the design of the helmet. He said that the materials themselves are relatively inexpensive so that a $65 helmet from Giant with a generous amount of EPS foam can outperform a more expensive helmet with a different design.

What about MIPS?

I asked Barry about the significance of MIPS for reducing concussion risk. Sixteen of the top 30 road helmets in their ratings have MIPS installed.

Barry shared that MIPS helps the helmet decouple from the head upon impact. Ideally, the helmet will be in the correct position on your head during a crash, but the helmet will also shift a bit on impact absorbing some of the energy that your head experiences. MIPS performs well in the STAR ratings, in part because the headform used in the tests does not have hair. MIPS acts as a slip plane between the head and the helmet facilitating the decoupling upon impact.

However, Barry said that MIPS won’t help in all crash situations. In particular, MIPS is not going to help absorb linear impacts. But in the case of severe oblique impacts, MIPS may enhance how the helmet decouples. The big question for Barry is whether MIPS helps when you have a full head of hair. He said it greatly depends on the location, the angle, and the amount of energy of the impact, with most of the protection coming from the density and thickness of the helmet.

In sum, MIPS may help the helmet decouple in certain situations, but the presence of MIPS is only one factor among many that determine the amount of risk of concussion.

Helmets continue to improve

The good news is that helmets keep getting better. Barry is excited about the potential of new helmet design technologies like WaveCel, Omni-Directional Suspension, honeycomb structures like HexaGo and KAV, and Koroyd.

Barry said that as the helmets continue to improve, the Virginia Tech Helmet Lab will need to adjust their thresholds for their STAR ratings. Currently, a five-star helmet has a STAR score under 14. Barry foresees a time when they will need to reduce the five-star rating to a STAR score of 10. Currently, only nine road helmets rated by the lab have a STAR score under 10.

Large volume hair

I asked Barry if there were any promising helmet designs that accommodate large volume hair. There are very few helmets on the market that do so effectively, and my colleagues and I, who work with Black and Brown youth in Dr. Noemi Waight's STEMCyclists program at the University at Buffalo (SUNY), are always on the lookout for viable helmet designs. Barry shared that there are some viable designs used in other sports that could be used in cycling. One example is a helmet with an adjustable shell used in hockey that could be used to better accommodate large volume hair. He shared that a student group from Northwestern University was visiting the lab working on helmet designs for large volume hair that will hopefully test well in the lab. However, Barry cited market demand as the largest obstacle to incentivize manufacturers to bring viable designs for large volume hair to diverse consumers. Safety and reducing concussion risk are yet more reasons to advocate for diverse participation and representation in cycling.

Exposure to Risk

The more risk of concussion that you are exposed to, the more these helmet ratings may matter to you. In competition, a criterium racer is arguably exposed to more concussion risk than a triathlete. But in training on open roads in car traffic, those concussion risks may be more similar. A bike commuter may be exposed to even greater risk than both of those athletes and want a larger, more protective helmet. The Virginia Tech Helmet Testing Lab recommends any of their five or four star helmets. However, when you are weighing cost versus benefit at the point of helmet sale, you may want to take into consideration the STAR score if it’s available for the helmets you are considering. And if the helmet isn’t listed, don’t hesitate to contact the lab and suggest that the helmet be added to their testing cue.

The post Breaking Down Virginia Tech’s Helmet Ratings first appeared on Slowtwitch News.

“I’d gladly pay you Tuesday for a hamburger today,” was the golden phrase Wimpy used to say to Popeye.

Today, from Wahoo, it’s “please pay us today for a treadmill in the fall.” And to be honest, I don't mind it.

Why am I starting this article, announcing the WAHOO KICKR RUN reservation launch, this way? Simple – I'm trying to call out the elephant in the room and politely remove it.

I never really understood Kickstarter until more recently, and when I say recently, I mean the last couple of years. Over the last decade or so, we as a society have been trained to “BUY NOW, GET IT RIGHT NOW, AND PAY LATER.” Everything is NOW NOW NOW. We get our packages overnighted on the daily and we almost always have the ability to finance almost anything we buy.

Does that serve us? Does that serve the manufacturer? Or does it cause a future problem that we push off for the time being. Who really wins?

Kickstarter (to me) started to bring the relationship from customer, bank or (financial partner) and product manufacturer down from 3 parties to 2 parties. In my opinion It was a way for companies to showcase a safer approach to market demand, which, in a way, decreased risk and shifted focus on deliverables instead of variables.

And Wahoo seems to be taking the same approach.

Starting tomorrow at 8am ET, those that have signed up for early access (you can still sign up for that early access here) will have the ability to put their money where their month is and secure some of the first Wahoo KICKR RUN treadmills that will be delivered via “White Glove Service.” On May 2nd, the public will be able to do the same.

How much? It’s a $500 USD fully refundable deposit.

What does that give you? It secures your spot in-line (duh).

Why would WAHOO want to do this? In my opinion, it’s simple – they want to make sure they can build the right amount of treadmills. They want to make sure that they do their best to be financially responsible. They are a business and they are acting like they should. And in a time where our industry is seeing liquidation and consolidation, it’s a smart approach.

It’s not all perfect. The launch time frame seemed odd to me. At first I really didn't like it. Why would you launch this as we are starting to slowly come out of the dark age of Northern Hemisphere Winter? It seemed sort of silly to me. Do people really use treadmills often when they have the opportunity to run outside? How many can they really sell? Will the endurance athlete that now rides on ZWIFT 99% of the time start to do the same with running? When I was first told about this product, months before the announcement, I was firing off questions left and right.

But the more I have listened and thought about it, this is not only smart for WAHOO but also the consumer and industry. The questions above are all questions that no one really knows just yet. But they can be answered when asked and honestly answered by consumers. And I think that is what WAHOO is doing here, and I admire that.

What is a way to get someone to honestly answer whether your product is wanted? Have them put their money where their mouth is.

If you missed the launch announcement on the KICKR RUN, you can find that here. Or watch our video below.

Want to reserve your KICKR Run? (I’m going to be taking one for a spin).

The post Wahoo Launching KICKR Run Reservations first appeared on Slowtwitch News.

New tech in cycling is like a lottery draft pick. Most enjoy success, some spectacularly so. A few flame out, some spectacularly so. Aero bars and steep seat angles stuck around. Beam bikes, less so (I remember when Softride was #3 in the Kona bike count). The Cervelo P3X (below) is a terrific bike. Sometimes really good tech nevertheless struggles at the cash register (e.g., smaller wheels for smaller riders). How do you know when new technology benefits you and will stick around; or will quietly disappear?

I’m building up a bike in my workshop and what is so striking is how easily it goes together. This is an electronically shifted bike, parts made by SRAM in this case, and I’m so thankful that I don’t have to fish shift cables through the frame and then try to get the derailleurs to shift adequately. The only thing that’s semi-new in this process – and I have to always remind myself to break this very old habit – is that you can’t begin by installing the BB and crankset. This used to be the initial part of a build and it was very satisfying to get the heart of the bike into the frame right away.

You can’t do that nowadays because the one line that spans the inside of a bike is the rear hydraulic brake line and you might not be able to get it past the BB. So, you run that line to the rear brake caliper and then you can install the BB and crank. That crank is getting easier to install for reasons I’ll get to in a moment.

Bikes – at least road and gravel bikes – just go together so easily nowadays. It does make buying a frame and building it up in your own workshop feasible. But you must have certain skills and I suppose chief among them is brake bleeding. And, the tools and materials.

If you’ve gotten this far you’ve maybe noticed a couple of things: first, how easy it is to build a bike; second, the one hitch in the get-along, which is the whole brake bleeding business. Here is what I want to impart to you today: Yes, there is such a thing as a bad idea masquerading as a technological step forward. Let’s go over some “new tech” but I want to remind you that long before most of you started cycling we’ve had these “new tech” debates. I remember the year Shimano mugged Campagnolo and I don’t know how else to put it. The venerated Italian brand went from mandatory spec to dropped like a bad transmission in 1 year (maybe 1984 or thereabouts?). The debate – which was short – was whether click or “index” shifting was a good idea. Prior to this, gears worked by “friction” shifting. Imagine the frets on a guitar not being there.

Fast forward 2 years to the Kestrel 4000, the world’s first monocoque carbon bike. Do you know who bought this bike first? Not road racers! Not going to be seen on that plastic bike! It was triathletes who embraced this new tech (notwithstanding the Campagnolo parts on it in this pic). Which is to say, show me new tech and I’ll show you resistance to it.

Here are some examples of tech that has popped up over the past 30 years:

Tubeless tires
Hookless beads
Electronic shifting
Machined cranks
Disc brakes (in road and tri bikes)
Press fit bottom brackets
Integrated stem/bars
Completely hidden hydraulic lines

You’ll notice that some of this tech doesn’t exist on your bike. Why? Because not all new tech is good tech. The most obvious bad idea in this list above is machined cranks. It turns out that cranksets need to be made of one of two materials: forged aluminum or carbon. If you machine a crank out of an aluminum billet that crank is not sufficiently strong to withstand the forces of cycling. We found this out in the 1990s and on some of our bikes we placed these cranks (such as the bike in the image above held by young Mr. Scott Tinley). You could machine as a secondary process but the aluminum had to be forged or the crank risked failure.

In the bike I’m building now the bottom bracket threads into the frame. A number of threaded standards exist, including T47. This one I’m building now is a DUB BSA standard. Of the 5 bicycles I own I don’t believe any of them has a pressed-in BB. It turns out the old tech of threaded BBs is just better and I base this simply on what I see manufacturers doing. But pressfit was all the rage 5 to 15 years ago.

There will always be naysayers. We just took a poll and about 1,600 of you participated. In this poll I asked what new tech you like the most and most of you said electronic shifting. About 1 in 10 of said that you don’t like any of the new tech listed in the poll but if you look on our reader forum or on any social media you would think a majority feel that way. Why? Because naysayers must naysay. Loudly. Those who don’t feel the need to complain stay silent.

The poll doesn’t lie. The silent majority likes new tech… when it works! So, according to me, what works and what doesn’t among all this new tech?

What Recent Tech Will Go the Way of the Pressfit BB?

Integrated stem/bars
Stem-buried hydraulic lines

Hey Trekkies! When the shyte really got brown on the Starship Enterprise and something had to give, what did Captain Kirk do? Reluctantly for sure. But, yes, saucer separation! I’m just a simple country doctor, Jim, but if they couldn’t leave that fatally damaged warp core behind, then, thar she blows! (“She” being the entire ship.) This is exactly analogous to integrated stem/bar front ends. (Well, somewhat analogous.) I predict this is today’s version of the pressfit BB. Seemed like a good idea at the time. But let me just ask you this: motorcycle saddles aren’t height adjustable, are they? Would you like that for your bicycle? Would you buy the bike if the saddle height (and fore/aft) was only in the general range of correct? No? Then why will you buy a bike where you can’t saucer-separate the handlebars so they be adusted fore/aft and up/down?

If you do have a separate stem and handlebar great, but if you run the hydraulic lines through the stem you’ve effectively made the bike unadjustable and I just refer you above to the brake bleed thing. Bikes are very easy to work on today except for that. If your hydraulic lines pass immediately underneath the stem they are effectively hidden. But you can easily change the stem! Adjust your cockpit length and height. And… you still have a clean front end. This is what Cervelo does with the Soloist and R5 road bikes; what Specialized does with the Tarmac; what Cannondale does with its Knot system on its fancy high-end road bikes. The saucer separates! Just like the Starship Enterprise. But like that starship you don’t see hydraulic lines if that's the look you're going for.

What Recent Tech Will Remain and Prevail?

Electronic shifting
Disc brakes (in road and tri bikes)

It seems unimaginable that we had a dispute about this and, look, I remember back in the 1990s sitting on the side of the road with my friend Pete Penseyres, his Mavic Mektronic rear derailleur in pieces all over the asphalt as we were putting it back together mid-ride. It took another decade before Shimano’s Di2 was ready for all of us to use it and – here’s a stat for you – in the 15 years I’ve been riding that system I have never derailed a chain from that system.

Disc brakes in road bikes, I first rode these in April of 2013. This was a SRAM product and to tell you how far back this goes SRAM upgraded to hydraulic disc brakes and moved from 10- to 11-speed at the same time. Yes, this tech had its hiccups. That product was recalled by the end of that 2013 year. But it didn’t stop progress and look where we are today.

What Will Also Remain and Prevail

Road tubeless tires

Tubeless? Oh, man, jank city in the beginning. As opposed to Shimano’s electronic shifting – which was an immediate and unqualified success on my bike – road tubeless took 20 years to get from launch (Mavic’s UST system in 1999) to decent functionality (Schwalbe’s Pro One relaunch in 2019 and the ETRTO’s standards for road tubeless that same year).

Hookless? I think I’m pretty good at knowing what’s going to stick and what’s not. My predictions: 1) that hookless will remain with us and; 2) that integrated, unchangeable front ends will go away are pretty unpopular views that I hold. Let’s talk in 3 years.

If you take anything away from what I’ve written above, I hope it’s these two things. First, that new tech generally works, and the naysayers will always shout their nays at 10x the volume of everyone else, usually laced with a heavy dose of snark and sneer. Second, not all tech does work and the sage user learns to parse wisely. Is there a one-liner that offers reliable guidance? How about: Does this new tech offer the promise of improved performance without causing even larger problems? I know that’s not much. I use that phrase to justify my dislike of integrated road cockpits. Others use that same axiom to argue against hookless rims.

New Tech Only Blossoms Inside a System

I acknowledge what you might label an inconsistency in my thinking, to which I reply: Over the last decade one new tech arcs over all the others and that’s disc brakes. You don’t get the complete makeover of bike motifs without disc brakes. This tech allows frames, forks, wheels, tires all to be reimagined and all to work together in concert. The only times this ever happened during my 40 years in this industry were, first, the remaking of the stem through a pair of innovations: 1) a 2-piece faceplate and 2) the threadless headset; and second, with the advent of the aero bar.

I guess you’d say I’m wired to think in terms of systems, as one of the design motifs for which I have some mild celebrity is the steep seat-angled tri bike and that frame makes absolutely no sense unless you pair it with the aero bar. The aero bar makes limited sense until you pair it with the tri bike frame (like the Quintana Roo Zero Gravity, a bike we made circa 1990 and pictured above). The aero bar was – according to the large majority of pure bike racers and those who manufactured bikes for them – a dumb idea when it came out in 1987. I think we can agree it wasn't such a dumb idea after all.

The post Not Such a Dumb Idea After All first appeared on Slowtwitch News.

Wahoo has partnered with ROAD iD to offer a free special edition, customizable wrist band that displays your emergency contact information. Now through May 14th, you will receive a ROAD iD coupon with the purchase of an ELEMNT ROAM or BOLT computer. You will only need to pay for the shipping on the WAHOO iD wrist band ($6.99).

Two iD Options

ROAD iD offers two tiers for their identification wearables.

The first tier is the wearable iD only that displays emergency contact information. The wrist is a good location for first responders to discover your information that you have engraved on the ROAD iD. Example information that you may add to your ROAD iD includes phone numbers for your family or close friends and any essential information about allergies or medical conditions for first responders.

The second tier adds an online profile where you can store additional information in the event that you cannot communicate these details to those attending to you. Not limited to the character limits on the wearable, you can store and update emergency contacts, medical history, allergies, contact information for doctors, insurance details, medications, etc. You can also upload documents that would be helpful in the event of an emergency. The online profile is $19.99/year with a free introductory period of six months. This online profile can include multiple iDs for your entire family at no additional cost.

First responders access your online profile using the website or phone number on the front and a serial number and a pin on the back of the iD.

Other Locations

If you like the idea of ROAD iD for wearable identification but you don’t like the idea of an additional wrist band, there are other options available for purchase from ROAD iD including for your watch, ankle, shoe, or neck.

I’m not a trained first responder, but my guess is that the iD on the wrist or a dog tag around the neck may be more easily discovered than on your shoe. However, any identification is better than none.

Peace of Mind

A grim topic for sure. No one wants to think about an accident while exercising that leaves you unable to communicate with first responders. However, wearing your vital information, especially any pre-existing medical conditions, may expedite first responders attending to your medical needs. Also, as you head out the door for your next ride or run, you will put your loved ones’ minds at ease knowing that you are wearing identification.

If you are in the market for a new Wahoo bike computer, why not also take advantage of this free Wahoo iD offer? It may even help justify the expense to the other person on your bank account.

The post Free ROAD iD with Wahoo ROAM or BOLT first appeared on Slowtwitch News.