Tac Bikes http://tacbikes.com/ Wed, 11 Aug 2021 21:49:22 +0000 en-US hourly 1 https://wordpress.org/?v=5.8 https://tacbikes.com/wp-content/uploads/2021/04/cropped-icon-32x32.png Tac Bikes http://tacbikes.com/ 32 32 Podcast: Terra One and the new vintage bicycle tire https://tacbikes.com/2021/08/11/podcast-terra-one-and-the-new-vintage-bicycle-tire/ Wed, 11 Aug 2021 21:13:23 +0000 https://tacbikes.com/2021/08/11/podcast-terra-one-and-the-new-vintage-bicycle-tire/ We sat down with Terrance Malone to talk about vintage mountain bikes, the Terra One, and how he came to design a new tire for your old bike. With over 20 years of experience in the industry, Terrance knows a thing or two about the bicycle business, product design, and custom tire development. In his spare time he is also actively involved in the vintage mountain bike community here in Switzerland, not only as a collector himself, but also through Fascination Ferraroli, a blog dedicated to the legendary Swiss brand. Naturally, our conversation touches on Terrance’s many experiences in the world of mountain biking, his professional background, the eureka moment for Terra One, tire designs, durability and transparency, family, hiding places, his collection, but also his own conduct here. in Switzerland, both on vintage mountain bikes and on more modern mountain bikes. Terrance also had a little surprise in store for us by reversing the roles and closing the show with questions inspired by the Uncommon Deeds podcast.

Listen to the episode below or find it on Spotify, Apple Podcasts or one of the other platforms where you will find great podcasts! For more information on the podcast, check out the Skids & Giggles website.

We also reposted the episode on our Youtube channel. If this is where you listen to podcasts, you can just click play below!

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USADA: Katie Compton accepts four-year ban after testing positive for anabolic https://tacbikes.com/2021/08/11/usada-katie-compton-accepts-four-year-ban-after-testing-positive-for-anabolic/ Wed, 11 Aug 2021 19:19:58 +0000 https://tacbikes.com/2021/08/11/usada-katie-compton-accepts-four-year-ban-after-testing-positive-for-anabolic/ The US anti-doping agency announced on Wednesday that US cyclocross star Katie Compton has accepted a four-year suspension for a doping offense. According to USADA, Compton tested positive for an anabolic agent in an out-of-competition test administered on September 16, …]]>

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The US anti-doping agency announced on Wednesday that US cyclocross star Katie Compton has accepted a four-year suspension for a doping offense.

According to USADA, Compton tested positive for an anabolic agent in an out-of-competition test administered on September 16, 2020. The test was analyzed using a carbon isotope ratio test, the statement said, which can differentiate anabolic androgenic stories naturally produced by the body from prohibited steroids of external origin.

Compton, 42, is the most successful rider in the history of the elite U.S. National Cyclocross Championships, with 15 national titles to her name. She won the race every year from 2004 to 2018, and in 2019 she lost her crown to Clara Honsinger.

Compton has also won four silver medals at the UCI cyclocross world championships, as well as several World Cup victories.

Compton’s suspension period begins on September 16, 2020, when his sample was taken. She was also disqualified from all results after September 16, 2020, which includes her third place at the Grand Prix de Nommay.

Update: Katie Compton released a statement on the USADA report below:

This news comes with a lot of heartache and sadness, and it’s the worst possible way to end my cycling career. I have to precede this news with the fact that I have always been a clean athlete, and I take pride in everything I have accomplished in clean running and being very careful with everything I put in my body, especially afterwards. having faced so many health issues. throughout my life.

I provided a sample for USADA in September 2020 which came back negative for all banned substances, it was not even atypical. This news was communicated to me in the same way it always has been through a letter from USADA. I have received the same letter after every test I have submitted for the past 19 years. In early February 2021, upon returning from a tough racing season, I learned that the same sample from September had been reanalyzed due to an irregularity in the bio-passport and tested positive for an exogenous anabolic steroid. This was devastating news for me as I never intentionally or knowingly put something like this into my body. I know how delicate female hormones are and I would never choose to take anything that could put my health at risk and, as a result, suffer irreparable damage to my endocrine system. And not only that, I never took anything for ethical and moral reasons; I’ve been a huge fan of clean sport my entire career and I feel like doing anything to improve your own natural abilities is cheating, period.

Despite the decision to retire in March, I also felt the need to try to stand up for myself and my reputation. I hired a lawyer and did my best to investigate how the substance entered my system, but I was unable to find this answer. Over the past six months, I’ve learned that I can’t prove that I didn’t take anything intentionally, and I can’t afford to keep fighting knowing that the outcome will be the same anyway. Unfortunately, since it was five months between sample collection and notification, trying to figure out what had allegedly entered my body proved impossible, and I decided to stop conducting. a costly and difficult battle and to accept the penalty.

So it was with a lot of stress and sadness that I ended my competitive career. My friends and family know how anti-doping I am and know it’s something I’ve always been candid about. This is heartbreaking news for me and the worst time I have ever had in my life so far. I have dealt with all the emotions over the past year and realized that I no longer need to ride a bike in my life. I still love to ride a bike and enjoy it with friends, but I don’t feel like running or being competitive again, which is probably a good thing since the sanction includes a four-year ban from competition. .

I wanted to share this news before USADA releases it to the public so you can hear it from me first. I’m obviously moving away from the world of competitive cycling for the next few years and don’t know what my future in the sport might look like after sanction, but I want people to know that I will miss the racing community, by especially all the amazing people I have met along the way who just share the love of cycling. I will always cherish the experiences and the wonderful adventures that cycling has given me while recognizing that it has brought me a lot of heartache and disappointment, and that I am emotionally and mentally exhausted. Ending my career this way is just overwhelming. It hurts me physically and makes me incredibly sad.

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Tiffany Cromwell to launch gravel campaign at SBT GRVL https://tacbikes.com/2021/08/11/tiffany-cromwell-to-launch-gravel-campaign-at-sbt-grvl/ Wed, 11 Aug 2021 19:01:56 +0000 https://tacbikes.com/2021/08/11/tiffany-cromwell-to-launch-gravel-campaign-at-sbt-grvl/ Tiffany Cromwell has raced the road bike for more than half of her life, and this year she’s taken a little detour into the dirt. On Sunday, the Canyon-SRAM rider will make her 2021 gravel debut at SBT GRVL in …]]>

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Tiffany Cromwell has raced the road bike for more than half of her life, and this year she’s taken a little detour into the dirt.

On Sunday, the Canyon-SRAM rider will make her 2021 gravel debut at SBT GRVL in Colorado, ushering in a short racing season in the discipline, as well as a fresh take on her racing bike career.

“It’s a test year this year,” said Cromwell VeloNews. “We thought it would be great to have someone on the team representing the gravel and also great for me to renew my motivation. It might also help me get stronger, with the gravel it’s a lot of pedaling and power on the pedals.

For someone who has been running since his teenage years, it’s easy to see how Cromwell might suffer from a waning sense of motivation. At 33, the Australian is one of the veterans of the women’s peloton. She has been cycling competitively since she was identified by the South Australian Sports Institute’s Talent Identification Program at the age of 14. Then, she joined her first team based in Europe in 2010 with the Lotto Ladies team. Cromwell has participated 14 times in the Giro d’Italia Donne (formerly Giro Rosa) and has just returned from Tokyo after her first Olympic Games.

Suffice it to say: Cromwell knows his way around the pack.

Yet when she spoke with the director of Canyon-SRAM before the start of this year’s contract negotiation period, they both agreed that something had to change.

“Ronnie [Lauke] took the time to decide if he wanted to keep me on the team, ”Cromwell said. “He thought of other ideas. I had gone through a few ups and downs, I was not level. I needed something, a little excitement. I have always been enthusiastic about other disciplines.

The team has always supported cyclists who practice more than one type of cycling; For years, Pauline Ferrand Prévot raced on road, mountain bike and cross. The recent acquisition Chloé Dygert will continue her career on the track. Cromwell said when his gravel campaign was announced there was interest across the team.

“When the rest of my teammates found out I was doing it, it was like ‘Hey, I want to do this’,” she said.

While the WorldTour is always the priority for the Germany-based team, Cromwell said management understands the value of gravel, especially when it comes to the team’s main sponsors, Canyon, SRAM, Giro and Rapha. Depending on how his campaign unfolds, 2022 could see more Canyon-SRAM riders on earth. It’s a decision the Tibco-Silicon Valley Bank team embraced wholeheartedly this year with US National Champion Lauren Stephens and her teammates lining up and winning gravel races across the United States when the European season on. route allows it.

Cromwell’s gravel schedule was supposed to start with June’s Unbound, but when she was unexpectedly selected to compete in the Olympics, she had to cancel those plans due to the complications of travel during the COVID pandemic. However, his end-of-season schedule is busy. After SBT GRVL, she goes to North Carolina for the Belgian Waffle Ride. Then, she returned to Europe to prepare for the world championships and Paris-Roubaix. In October, she will compete in the Marrakech GravelEpic before returning to the United States for Barry Roubaix and Big Sugar.

So what does Cromwell look forward to with his new lease on cycling?

“I want to go and be competitive,” she said. “It’s not just about having a good time. Of course, that’s part of it, but it’s also trying to win. It’s also exciting for me because in my road career these days I’m a servant. With the gravel, this is my opportunity to get back on the podium and win again. So I can also use it as a major road preparation.

Cromwell has no illusions that she will jump in the deep end and immediately learn to swim. Its longest run to date is 230 km, a distance not so extraordinary in the gravel world. During SBT GRVL 2019 – her first and only gravel race to date – Cromwell said she felt a world apart from her road racing roots.

“In terms of refueling, I had no plan,” she said. “It was a learning curve. Even with handlebar bags and the like, how do you get enough water? Even with the assistance stations, how long do you have to stop there? I have a lot to learn. And, I have heard that other races are quite tough and more knotty.

Cromwell is also intrigued by the tactical elements of racing gravel.

“You have the ability if you can to hold the wheels of the men and then you can go quite far,” she said. “It’s different kinds of tactics instead of waiting and taking a step. It’s about endurance and a strong header against quick attacks.

Like other road cyclists who have moved or are bouncing between gravel and tarmac, Cromwell was also struck by the strong sense of inclusion and camaraderie she witnessed at gravel events. In fact, his biggest takeaway from SBT GRVL two years ago was how the pros at the pointy end and those who just yearned to finish the race all traded stories at the end of the event.

“I like this tie,” she said. “You all start together. Same distances, same prize money, all those things that lead from that point of view that I find really cool. With the road, we have always had to insist and talk about these things. As this is a new discipline, they were able to start from a clean slate.

After nearly 20 years of racing, gravel could also be Cromwell’s clean slate.

The 8 best locks for e-bikes of 2021 https://tacbikes.com/2021/08/11/the-8-best-locks-for-e-bikes-of-2021/ Wed, 11 Aug 2021 16:52:01 +0000 https://tacbikes.com/2021/08/11/the-8-best-locks-for-e-bikes-of-2021/

Our editors independently research, test and recommend the best products; you can read more about our review process here. We may receive commissions on purchases made from our chosen links.

Electric bikes are more and more popular and more affordable. But they still represent a substantial financial investment for most people. Once you’ve found your perfect electric bike, dropping some extra green on a high-quality bike lock (or two) is one of the best ways to protect your purchase.

Spending about 10 percent of your bike’s value on a locking system is standard advice. So if you have a $ 1,000 electric bike, you’ll want to shell out around $ 100 for a protective lock system. You’ll want to spend around $ 200 to protect a $ 2,000 electric bike, etc. But, really, consider spending as much as possible on a reliable lock (or locking system).

But how do you choose? There are three higher security options: chain locks, U-locks, and folding locks.

Chain locks are bulky and heavy, but what they lack in portability makes up for in versatility. You can lock them onto just about any stationary object. U-locks are less bulky and more portable than chain locks, but can limit locking options. Folding locks tend to fit nicely into backpacks or saddlebags so they can be easily carried. They also offer more flexibility than U-Locks.

Here’s the truth about some of the best e-bike locks in each category.

Final verdict

No matter what type of bike you own, it’s always a good idea to lock it with several different types of padlocks, even when your bike is inside or in your garage. (Many bicycle thefts occur when the bikes are in home garages). If you’re looking for portability and security on a budget, choose a U-Lock like the OnGuard Brute Mini (see at Walmart) or Kryptonite Evolution Mini Lock (see at Walmart). You can pair it with a chain lock for sturdy protection like Kryptonite New York Fahgettaboudit (see at Walmart) or the ABUS Bordo Granit X Plus 6500 plus portable folding padlock (see REI). These locking styles allow you to chain together different objects beyond a bike rack or bike rack. Or you can weave them between your frame and your wheels while using the U-Lock to attach your bike frame to an object.

What to consider when buying an electric bike lock

Locking an electric bike is pretty much the same as locking any bike, but there are a few important factors to consider. Take the locking length. E-bikes usually have a larger frame, so you should measure the width of your bike’s frame and tires before you start shopping. You’ll also want to factor in the width of anything you’ll be locking your bike on. (Don’t forget to lock your E-Bike at home!)

You always want a lock that fits all of your bike’s important components, frame, and attachment structure snugly so that thieves can’t have so much weight against it. So you have to think like Goldilocks and find a “right” lock for your electric bike.


What should I lock my bike to?

If you cannot take your e-bike indoors, look for an object that is stationary, secure, fixed to the ground, and difficult to cut, such as a bicycle rack, a lamppost, a sturdy traffic sign, or a tree in a busy well. . -lit area. Make sure that whatever you attach your bike to is thicker than your lock and not something your bike can be lifted on. Even better if there are security cameras.

On a bike rack, chain in the middle of the rack or next to better bikes, so your bike doesn’t stand out as the most expensive bike in the crowd. Another way to integrate your bike is to remove the battery to make your e-bike look like a regular bike.

You can also choose a place to lock your bike a certain distance from where you are going: watch a movie? Do not park in front of the theater. This is a clue to thieves that your bike will be exposed for a few hours.

Where should I place the lock on my bike?

Once you’ve found your spot to chain, start by locking the frame at the top near the down tube or seat tube to the chosen stationary object. Why? The frame is usually where the most expensive parts of e-bikes are located. It is also the most expensive part of a bicycle, followed by the rear wheel and the front wheel.

If you have a quick-release front wheel, be sure to take it with you or remove it and lock it to your frame with your lock.

If you have a foldable chain or lock, you can wrap it around multiple parts of your bike for extra protection. Pair one of these locks with a U-lock or other extra lock so your bike is more difficult for thieves to steal than those parked next to it who may have only one lock. (More is more in this case!)

Keep your lock off the ground so that it is not easily accessible with a hammer or bolt cutters.

Are lighter locks always secure?

Thin wire combination padlocks can be easy to stow in your pocket or around your waist and can come in handy for quick locking situations, like running into a cafe for a cup of java.

But they’re not a good option for securing your bike for long periods of time or overnight. This is because lightweight locks tend to be easy to clip in with tin snips, tin snips, or other cutting tool.

Some additional safety tips

Write down the serial number of your bike and register it with the local police department. Some bike lock companies also offer insurance, this information is usually included with the purchase. For added security, consider purchasing bike insurance from a company like Veloinsurance.

Finally, attaching a GPS tracker to your bike can help you recover it in the event of theft.

Why trust Treehugger?

Author Heidi Wachter has been writing about travel and adventure for over a decade. When she’s not writing, you’ll likely find her on one of her six bikes, even in winter.

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Giant TCR Advanced 2 review https://tacbikes.com/2021/08/09/giant-tcr-advanced-2-review/ Mon, 09 Aug 2021 16:00:34 +0000 https://tacbikes.com/2021/08/09/giant-tcr-advanced-2-review/

Racing bikes with rim brakes are a dying breed in 2021, but there is still a case to be made for simple, lightweight bikes that focus on the fun of riding above all else.

Giant’s TCR is a legendary platform that has won countless tests over the generations. With a full 105 and a frame barely different from its superbike cousins, is this still a winner?

The TCR is a benchmark for versatile racing bikes and the TCR Advanced 2 is the cheapest model in the lineup, the latest incarnation of a relatively affordable machine that has already won our coveted Bike of the Year award in 2018. .

Prices have risen since then, but it’s still an attractive proposition for cyclists looking for a pure road bike experience, and it’s a top choice for aspiring riders who can live without disc brakes.

Giant TCR Advanced 2 frame

This TCR is one of an ever growing number of suitable rim brake racing bikes. It might seem perverse to choose lower brakes these days, but for predominantly good weather driving, a good set of rim brakes is still a perfectly good option, one that comes with appealing simplicity and a low weight.

This complete bike weighs just 7.9kg for an average bike, a healthy chunk less than many bikes in this price bracket.

The TCR is made from what Giant calls advanced grade carbon, the second tier below Advanced SL, and the same material as the top grade TCR Advanced Pro.

According to Giant’s own figures, the frame weighs 830g unpainted, and the penalty over the top-of-the-line model is only 85g plus the weight of a seat post because the SL has an integrated mast.

The iconic slanted top tube of the TCR.
Russell Burton / Immediate Media

Externally, the bicycle differs little from its more expensive brethren. It has the same sleek, almost organic curves and the same compact (or semi-compact – that’s less extreme than before) frame design with a sloping top tube.

Giant claimed aerodynamic gains when redesigning the TCR for 2021, but it’s not a pure aero bike – that niche in the brand’s lineup is occupied by the rather meaty-looking Propel.

The TCR, on the other hand, is quite delicate, with simple and attractive lines complemented by a slim fork.

It’s a nice thing with an attractive paint job and, thanks to good old quick-release skewers and a standard cockpit layout with the cables exposed, there shouldn’t be any annoying compatibility issues or mechanical headaches. when it comes to swapping out components or making adjustments to your fit.

Geometry Giant TCR Advanced 2

Giant construction TCR Advanced 2

The Advanced 2 specification gives you a complete Shimano 105 groupset with no third-party substitutions outside of the chain.

Given the bike’s racy intentions, Giant opts for a 52/36 crank over a true compact, although the 11-30 cassette means the gearing is still reasonably low to haul big climbs.

The finishing kit is entirely Giant’s property and is completely harmless, just like the PR-2 alloy wheels of its own brand. While the more expensive TCRs feature hookless carbon rims with some restrictions on tire compatibility, there are no such issues here.

Both rims and tires are tubeless ready, and the former are usefully wide at 22mm internal, an impressive up-to-date specification that helps inflate the nominally 25mm Giant tires mounted nearly 28mm wide.

Tire clearance, by the way, is one area where the TCR rim brake is inevitably overshadowed by the disc version. Officially, 28mm is the maximum width allowed, while the disc model takes 32 seconds.

Impressions of the Giant TCR Advanced 2 race

On the road, the TCR is a delightfully pure, unfiltered experience. It is rigid, direct and, thanks to its low weight, a pleasure to cast.

The aesthetics of the TCR are that of a lightweight mountaineer’s bike that would be comfortable in the mountains, and the riding experience is very much in line with that dream.

Even knowing that the aero trumps weight almost all the time when it comes to actual speed, there’s no doubt about the nice feel of a lighter bike.

The underlying TCR formula hasn’t changed in years and that’s because it works. The bike is precise and efficient, a real pleasure in fast technical descents.

The geometry is as sleek as ever, with steep frame angles and a short wheelbase of just 980mm for a midrange. The reach is quite long at 388mm, while the 545mm stack will allow most riders to be as low as they need it to be, but not as aggressive as some.

Shimano 105 rim brakes on the Giant TCR Advanced 2 road bike

Rim brakes make sense in terms of simplicity and low weight.
Russell Burton / Immediate Media

Under hard pedaling the TCR is quite stiff rather than totally inflexible, but that’s probably as much due to the wheels as it is to the frameset.

There’s absolutely nothing wrong with Giant tires, but a set of carbon racing rims would naturally be even more exciting, and this bike is good enough in all other respects to deserve them as a future upgrade.

In its standard form, however, the TCR is fully race-ready and lacking for nothing. You can spend the money on a premium tire set as well, but the Giant rubber fitted is just fine.

The TCR isn’t a fluffy endurance bike, but with tubeless tires you can reap the benefits of lower tire pressure with the added bonus of extra puncture protection.

Shimano 105 is still as competent as ever, with a little less sharp shifting than the Ultegra. The brakes are of course not equal to the discs, but they are more than enough and don’t flex like cheaper third-party calipers.

Giant TCR Advanced 2 overall

There’s a reason the TCR has been such a high score over several generations. It rightfully sits alongside greats like the Cannondale SuperSix and the Specialized Tarmac.

Giant, however, is arguably more generous at the affordable end of the range than most of the competition. This all-men’s TCR isn’t a shoddy homage to the professional model supergroup, it’s a fantastic bike in its own right and I would recommend it wholeheartedly.

In its standard form, it’s a capable bike that’s ready to run or ride all day as fast as it can get, and the frame is good enough to warrant major upgrades down the line if the mood takes you. .

If you don’t think you need disc brakes, the TCR is one of the best road bikes you can buy right now.

Test: Knolly Warden LT – Pinkbike https://tacbikes.com/2021/08/09/test-knolly-warden-lt-pinkbike/ Mon, 09 Aug 2021 15:00:00 +0000 https://tacbikes.com/2021/08/09/test-knolly-warden-lt-pinkbike/ Descending

Navigating trails at a slower speed it kinda feels like the bike is giving you nothing in return and sometimes it is a bit difficult to keep a line. The bike also barely got out of the slack setting, mostly trying to lower the bottom bracket shell to avoid the feeling of being heavy and tipping around in the corners. Increasing the speed on the trail causes the manager to give more back. It’s a bike that can go really fast and attempt to keep up with some of the more common 29-inch enduro bikes today. But there is a small window to where the manager feels best on the trail, as at the jagged edge it starts to get a bit wild on board.

It’s also not a bike that pushes you to go faster and push harder. As you ride around at low speed, you don’t feel like you’re being pushed by the bike to pick up the pace a bit. You tend to end up riding faster and then find out that it’s in the mid-zone that it’s best.

The operating window has started to become more noticeable on much rougher sections of track which are best touched at high speed and with a lot of aggressiveness. In these sections, the Warden LT started to feel less precise and more unstable. While he can move through those difficult and fast parts, I really had to pay less attention to what was going on under you and keep going. If I paid it too much attention, I would probably reduce speed to put it back in its comfort zone. So while it can go really fast, you need to ignore the chaos that is going on a bit and focus on the work at hand. At these speeds and levels of aggression, it didn’t seem like this is where the Warden LT excels.

When the trail is a little smoother and a little less demanding, the director starts to shine and everything starts to fall into place. In the Alps there are a few trails that really have a Canadian feel, these secret trails around the Sea to Sky area being my go-to. They’re soft, loamy, rippling, and start to get a bit more rooty and rocky as the loose soil breaks up and exposes them. Although I call them a little corner of Canada here in Switzerland, they are sort of replicas of Knolly’s playground and that was the light bulb moment with the Warden LT.

Give him something like that, and he’s in his element. Not absolutely at the jagged edge, but still creaking over terrain that ripples so smoothly up and down as well as left and right that you’re not all twisted and tossed around. All the while needing to absorb the constant crackle of those roots and rocks that just broke through the ground, as well as supporting yourself in the ripples as the trail descends the hill.

Despite the angular contact bearings, the bike exhibits some flex. You may notice that the rear of the bike shifts when you really ride in particularly rough sections of track that has a lot of terrain and rider twist. The pivots are very small in diameter and the rear tube sections are very thin. This increased flexibility doesn’t lend itself well to inspiring the utmost confidence on jagged edges and when you need to be precise but powerful and aggressive with your ride. But then again, that doesn’t seem to be where the director is good at.

That slightly larger than normal bottom bracket shell and low bar height can also contribute to the recommended 30% sag, and the Warden LT feels better with more sag in the rear, as well as a setup. fork much stiffer than recommended. I even experienced near 35% sag to lower the bottom bracket shell and counter some of that deadlift feeling, but it got too far in a corner of setup and the negatives of the big sag started to kick in. outweigh the positives. But, even with 30% sag in shock, the Warden LT didn’t hit the bumper hard all day. While I could melt it down with a few good flat hits, I felt like there was a good dollop of bottom support in there and the increased sag didn’t make it feel too sluggish in it. suspension.

On that note, it’s an easily maneuverable bike, partly attributed to the slightly shorter reach in real life than on paper with the tower of stem struts and high amounts of sag. It’s a bike that likes to play on the track. A manual here, a bonk nose there are welcome, possible and encouraged.

Over the past few years I have ridden a lot of bikes so focused on the speed and aggressiveness of the trail. Of course too, because there are so many out there right now that need to be tested. But having ridden in that part of Canada, the idea of ​​a big pedal to ride a big tech line, maybe not at the top speed, seems to be what the Warden LT is for, and therefore excels. If there is a stopwatch, the Knolly prefers to go have a beer. This is also something Knolly was referring to when we were discussing the setup of the test bike. While the Warden LT could take part in an enduro race, that’s not really my forte.

It’s a bike that will haul you up a hill in an unhurried way, then put a smile on those technical, steep, and challenging descents where your riding satisfaction will come from removing a section of tech rather than dropping it off. death grabbing her and hitting her as fast as humanly possible. And in these gentle, winding trails, often described as silty, it’s actually a pleasure to ride. There are many ways to have fun on a bike and with all those ridiculously fast but sometimes determined 29ers, I might have forgotten some of the other ways to have fun on a bike other than scare myself with speed. .

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Tacx Flux S smart trainer review https://tacbikes.com/2021/08/09/tacx-flux-s-smart-trainer-review/ Mon, 09 Aug 2021 11:30:12 +0000 https://tacbikes.com/2021/08/09/tacx-flux-s-smart-trainer-review/