Units Of Measurement

These turn out to be pretty stiff, indeed. Yesterday, I finally worked through some final details of our wheel deflection measurement jig.  The jig lets us precisely measure the lateral deflection of any wheel with a quick release hub that fits 9mm or 10mm dropouts.  This covers most wheels, including every wheel we've ever sold (fronts are 9mm, rears are 10).  After way too long of a day yesterday, we were able to measure several front wheels and are already learning a bunch.  It will take time, but the plan is to evaluate everything; rims, hubs, spoke count, spoke type, lacing - everything.   

The remaining problem with the whole deal is developing an effective way to quantify and communicate the differences between wheels.  As it is now, we could take a wheel that deflects, say .092" in our protocol, and compare that to another wheel that deflects .125", and say that the first wheel is 25% stiffer than the second (difference between the two, divided by the deflection of the second).  We could even say the first is 35% stiffer, by taking the difference between the two and dividing it by the deflection of the first.  This second way is the way that's used whenever you buy any consumer product that claims to give you "25% MORE FREE!" or whatever.  Some similar methodology is used when, for example, a 2015 model year crankset is compared to a 2014 model year crankset, in order to show the greatest improvement.  A 30% increase in stiffness is impressive, right?  

Unsurprisingly, we don't plan to do that.  The goal of this whole exercise is to help us to guide you in selecting the best wheel for you and the plans you have for it.  We know, through a few years of subjective testing, that there are wheels that are empirically "stiff enough for whoever wants to do whatever with it," and that there are wheels whose lack of stiffness compromises their performance.  So if we take the former wheel and call that a 10, and we take a wheel that's just at the margin where any further loss of stiffness would really hamper it and call that a 3, that seems more useful to us.  It leaves some space below the range for any true bombs we find, and provides enough granularity that the differences between one wheel and another actually show up.  There's no established protocol, and no standardization of measurement tools, so any comparison of absolute values is the height of worthlessness.  We have measurement precision, but slightly fuzzier relative values are much more valuable in this case.

Added to what we've learned (and continue to learn) in the wind tunnel, this all gives us a profound ability to help you decide which components and build are right for you.  The development of this testing tool has been an obsession of mine for about a month, and now that it's done I've got the latitude to start measuring more parameters.  Brake heat development in real world conditions and time to stop measurement are up next.  Mike's a little freaked out about the bills I rack up at McMaster, so it's definitely time to pick some low-hanging fruit for a while (fortunately I already bought the heat scanner, so I don't have to worry about that one).  

A couple of quick codas to add.  First, having made something as cool as our rig is, you might expect us to blow up the internets with photos.  Nope.  This thing took a long time, a pile of money, a bunch of wrong turns, and several dropped curse words to develop, and having it is an advantage for us.  Second, while we have no plans to go out and buy a pile of wheels (or even any wheels) specifically for the purpose of comparing what we do to what's on the market, if you possess a wheel that you'd like to get measured, we're happy to do it.  Contact us and we'll arrange it.   Last, thanks to Justin at Octo for helping me to figure out how to put this contraption together.  The notes I've got from this round give a huge headstart on the next few measurement fixtures.



As Is The Custom...

Just a taste of what's to come

Say what you will, but those Alphonse commercials were about as funny as it gets.  Freaking hilarious.  Anyhow, the custom on today's agenda doesn't refer to societal norms and standards, but rather completely non-standard wheels.  Wheels created precisely for you.  

As November has grown, people have consistently asked for a broader range of options, and now we're happy to say that we're in a position to offer a huge array of hubs, rims and spokes, all built and serviced how we do it.  Of course we'll still offer standard builds in order to get your wheels to you in less time than it's ever taken us to do it, but our lead time for options and custom is less than it's been too.  We're now in a position where taking a bigger inventory risk isn't very risky, which allows us to get you what you want quick, fast, in a hurry.  

We're continuing to increase the scope of our testing, as well as our ability to present you with the most applicable info possible, which will help you make the best selections for your use.  A comprehensive trip to the wind tunnel is days away, our wheel stiffness test rig is under construction, and brake heat testing that will actually give you usable information is underway.  The wisdom of experience and educated guesses are important (we've got those, too), but it's always nice to back them up with the hard currency of good data, and the data often surprises.  And I promise that you can count on us to recommend a few more rear spokes than others might tell you you can "get away with."

Our web store has already undergone some changes and more are in stock in the coming days.  

Lastly, after today's newsletter, it appears that we will have a riot on our hands if we don't sell the socks.  We weren't 100% sure we were even going to sell them, but in the interest of the public's safety, we will.  They are in the souvenirs section of our web store.  


The Wind Cries Tunnel

A boring weekend in the life of 34s, what with our budding NRC star enjoying a well-deserved weekend with her toes in the sand and a fruity blender drink in her hand.  Lacking any local races to do myself, I took my 34s for a 70 mile cruise of the south coast, whereupon I averaged comfortably in excess of 20mph and reconfirmed that if solo centuries were a valid from of racing, my standard of mediocrity would be several levels higher than where it currently stands.

Your guess is as good as ours

In addition to shipping a bunch of wheels (sun shining, hay making, etc) we're currently prepping our next trip to the wind tunnel, which will take place soon.  This will be the first time we've sent a pair of 34s, and we're doing better than sending one - we're sending two pairs.  One of the burgeoning questions around disc brakes on road bikes is how well or poorly they perform aerodynamically.  While the results should stand as a definitive answer for "how does a 24 spoke 34 equipped with disc brakes compare to a 20 spoke 34 equipped for rim brakes," it will be a pretty good proxy for the general question of "what's the aerodynamic cost of disc brakes in on wheels in general?"  The wheel we're sending has a White Industries CLD hub, using a 160mm SRAM rotor.  Tunnel time costing what it does and our interest in this question being enough to send a disc-ready 34 but not enough to exhaustively test every conceivable permutation out there, this will be what we test.  

As we've said a bunch of times, the mandate of the 34s is quite a bit beyond simply being an aerodynamic sensation.  That's way higher up on the job list for 52s than 34s, so while verifying the speediness of 52s before we put them into production was an absolute requisite, it hasn't been so urgent for 34s.

This will also be the first trip that a production 52 has made to the tunnel.  If you'll recall, when we first tested the 52, we sent our pre-production prototype, fondly dubbed Canary Thunder.  Canary Thunder had 24 spokes rather than the standard 20, and was a little rough of finish.  We'll be testing it against the same benchmark 404 that we send last time (same wheel exactly, as correct protocol would mandate), so we'll have a good reference benchmark back to the original test.  This will give us a slightly dirty answer to the question of how 4 extra spokes affects a 52 specifically, intermixed with some noise about how a yellow plastic prototype compares to a full production wheel.  

There will be a few other wheels making the trip, some of which will be making multiple runs to answer more of the world's burning questions, and you can be sure we're going to drag this one out into a bunch of blogs to ensure that any at-work time in July that you're not spending glued to the Tour will be spent glued to this site.  As it should be.

How about that Talansky, huh?  


A Day in the Life of Rail 34s: Air Force Cycling Classic Weekend

This weekend was the NCC-Tier 1 Air Force Cycling Classic, which is a dual weekend of criterium racing with Clarendon Cup on Saturday and Crystal Cup Sunday.  I have wanted to race this weekend since the beginning of my "racing career.” This spring’s challenge was to be in good enough shape to get my upgrade to Cat 2, and then stay in good enough shape to live through the races that made me want to upgrade in the first place.  It’s been a long process, but I was pretty amped up to get a chance to race it.  

Clarendon's a 5 corner crit with one corner being pretty close to a 180 but nothing totally out of control.  I arrived 90 minutes early and set up my trainer near the corner immediately following the 180 that seems to catch a lot of racers off guard.  True to form, I didn't get a chance to pre-ride.  So it was going to be a "vaya con dios" kind of early lap scenario for me as we were lined up immediately after the men's 2/3 race.  Since I'm also the absolute BEST at lining up and pulled up right in the BACK, I got a good look at the players for the day: Colavita sans their superstar sprinter, TIBCO, Fearless Femme staring Tina Pic, and my favorite somewhat local hero Laura Van Gilder, who had 4 more Mushrooms with her.  I figured, (as an optimist of my caliber might) that Clarendon would have the same kind of HOLY CRAP I CANNOT BELIEVE WE ARE GOING THIS FAST STILL, I CAN'T BREATHE, MARY CALL THE EMBASSY I NEED A VISA OUT OF THIS PLACE start as Wilmington, as there was a similar cast of players. I also thought that Colavita was going to try and get something up the road, because the other teams had their sprinters.  While I was thinking this, the announcer reminded me of something I had TOTALLY browned out: we were doing 50 laps.  50 is a lot of times around a 5 corner course.  250 corners to be exact.  Yeah, I get that the men do 100, but that’s just straight up insane. Anyway, the race started somewhat spirited, but nothing out of control.  Colavita and others were sending bombs upcountry, but the course was open enough that nothing really stuck.  I noted things such as the ability to breathe through my nose and crack a smile when catching the call of a vuvuzela in the crowd (thank you LP!). As is the custom, it took me awhile to settle in.  For the first 1/3 of the race I was near the tail end.  Braking through corners and then hammering to catch back on is no way to win a bike race, so I eventually got myself further up in the pack where there was less braking, and more pedaling.   Also notable, I wasn't watching the lap counter tick down, which was an excellent sign.  It means I was... HAVING FUN.  Which is the whole point of it in the first place.  

Here is when I tell you how awesome the 34s are.  They are awesome because nothing freaked me out, I was able to corner just fine with whatever line was available, and as it got windier as the race went on, nothing rattled me, I hit a few pot holes and all went without incident.  

With about 8 to go, I got myself INVOLVED by latching on third wheel to a Mushroom move going up the road. We went somewhat fast for awhile and then we were swarmed.  I could shorten ALL of these blogs by saying “I went really fast and then I got swarmed, I didn't win, the end.”  But that isn't blogging is it.  You need DETAILS.  So… the race came down to a sprint, I had good position until 1 to go and then I got swarmed and pushed back and was 25th or something coming out of the final corner and managed to pass some lead out train droppees and eke out 18th. IN THE MONEY.  YAY! Riding by yourself means not sharing your prize money with anyone else but yourself! I then prepped for Sunday by waiting like two hours to eat, having a sangria, and sitting out in the sun watching the men’s race.  RACE PREP 101 people, learn from the master. 

Crystal Cup on Sunday is all new to me.  (each year I have attended Clarendon Cup as a spectator , I have managed to WIN the "party".  So I've never made it out to day 2 of the Air Force Classic is what i'm saying here.)  Anyway the scene, the course, were totally new to me.   I thought it was a longer lap, closer to circuit length, but its not.  It's a 5 corner crit, but this course goes from wide and luxurious (which is pretty much all of Clarendon), to BARELY ONE LANE which are cordoned off by terrifying barriers.  Truthfully, I wasn't into this race. I was totally spent from the day before, and it isn't nostalgic for me like Clarendon.  But, there is a pro race in your back yard, you go and race it dammit.  So I did.  Unlike the day prior, I managed to eat something before my race, so I wasn't fueled on only GU and dreams. This time I was fueled by a smoothie AND GU.  Progress!  The women's race was after the men's pro race this time and also after the kids races. The announcers called us out right after the men's race finished but then had us sit and wait baking in the sun while the little kids (who are totally cute, I love kids, I promise but I was just really ready to start racing before all remnants of my warm-up were rendered totally void) raced like half a lap of the course.  And then I lined up in the back, because that is how I do.  The race started a lot faster than the day prior.  With no pre-ride available it was "vaya con dios" once again.  The first few laps were terrifying, a lot of riders (myself included) seemed tired and jumpy, and the course was rutted, full of manhole covers, and overall, not fun for me.  I don't like to be negative, (cough!) and I love me some technical crits, but honestly it seemed a bit unsafe.  Two lane wide portions that narrowed to one lane around a corner just seems like asking for trouble and an ambulance.  At any rate, I had a hard time keeping myself near the front of the group, I would work my way up on the finish straight, and then drift back when it narrowed.  My whole body was clenched the entire time.  There was nothing wrong with my legs, but my head was totally not there.  With three to go a fellow MABRA racer and I got gapped pretty hard behind another racer, and had to jump around to close it down.  I wanted a chance to sprint with the group, I was NOT going to lose that chance with 3 to go.  Anyway, long story short, there was a crash on the first turn of the final lap, I was luckily inside of it, and managed to hook onto the back of the group just in time to dig in and sprint past some lead out train remnants again to nab 15th.  IN THE MONEY.  

Lessons:  Racing two of these crits in two days is probably tougher mentally than it is physically.  Readers who are interested in 34s will be happy to know, that you can be "not all there" in a seriously technical and dangerous crit and do just fine.  Through two days and 500 corners among some of the best crit racers in the country, they let me do anything I needed or wanted to do the entire time. 

I’ve just earned myself a week off the bike.  Feel free to tune into my next blog about sitting on a beach and not moving for 48 hours.  


A Day in the Life of Rail 34s: Crits with Men and Weekend Worlds

Katie continues putting a set of Rail 34s through the paces - this weekend racing with the local Legends of the Fast at a popular crit, and then mixing it up again at the Sunday ride Dave we would call a hammerfest if Dave didn't expressly forbid use of the word. 


Weekend 2 of the 34s challenge was local. Sleeping in your own bed until 9:30 is AWESOME. (I'm a sleeper, 10 hours just about covers it. I can slide by on 8 but I don't like it.) On the docket for Saturday: Ride Sally Ride. It's a flat four corner crit, shorter, like .7 mile or so. The plan was to race the W's 123 and then jump right into the Men's Masters 35+ (run jointly with the 45+) or as we refer to it: "Old and Fast." I can call it that because I am old (not because I am fast). The women's race went about like local women's races do. It was windy, so it was unlikely there would be a break in a field of about 25. I fudged up the final lap and ended up 5th. It was a relatively uneventful race, there isn't much to say about it.

I had just enough time to grab a new bottle from my car, have my new number fixed up, and get to the start. There were 50 or so dudes lined up. That is the perfect size field for me to train in, as most pro women's races level off at about that number. We were off from the whistle, and immediately it was fast. Not holy crap I'm redlining fast, just a nice "let's pedal our bikes!" fast. I settled in and realized that men pedal HARD through corners and are not afraid to be close to you. Again, as expected, the 34s behaved perfectly. This was probably the biggest test so far as every corner was taken at speed. There wasn't one second where I didn't trust those wheels completely. Men are pretty aggressive, so putting my faith in those wheels was paramount and I had ZERO issue doing so. It was windy, and I felt 100% stable and in control the entire time. It was easy to maintain speed and surf the pack as well as match the men's acceleration, I never felt like I was drifting back and there were times when I was able to move up easily during a surge. I finished the race in the pack, and was a little sad it was over. Normally, I am counting down the laps until the end, but I was enjoying the roller coaster ride so much, I was actually kind of let down we didn't have more laps to do.

Some takeaways: The men's field is somewhat damp and smelly. It reeks up in there, it's not like the ladies smell like sunshine and rainbows (or something that actually has a scent) but the dudes are a bit stinky. Also, what's up with spraying water on your legs and back? It was like 80 and low humidity, not 100. I'm sure some of the damp was also snot. Whatever, I get it, I have nose goblins too. Also, QUIET. The men's race is quiet. Ladies, sometimes, chat. I made like Depeche Mode and Enjoyed the Silence.

Earning fistbumps in the Masters Men race.Thanks to the guys who came up to me after the race. That was really nice, I was sort of hoping not to be in the way, but it was super awesome to get a fist bump and well done here and there. A little respect for your fellow female racers goes a long way. It is motivating, so thanks for being so cool. Which brings me to Sunday's training session: the 10am...

Rather than drive 90 minutes to race against 10 women, I decided to stay local, SLEEP in again and do the local "fast" weekend group ride. I'm in total prep mode for Air Force next weekend so I thought it might be a better lesson for the legs than racing. I have mixed feelings about the 10am ride. It meets most Saturdays and Sundays in Rock Creek Park. It's a MIXED bag of abilities. Its also a MIXED bag of egos. It's 99% dudes. Most of the "racer" types are totally fine with me being there. I have, however, been told to "get to the back where you belong" once, so that happened. For some the10am is training, for a lot of other riders, it is basically a weekly race. It's a tough route for me to hang on, as there are some big ring uphill portions that zap my legs pretty good. (There are only so many times I can punch my 450 watt ticket. After like 3 times, I start to fold.) The ride starts off pretty mellow through the park. There were three of us to start, and we picked up most of the ride on the way. I haven't done this ride since April and am used to it being a bit more populated, and heavier on the racers. Yesterday not so much. The official 10 am "regulator" was present (easily recognized with his purple hubs) so I was confident that the pace would be lively but smooth. This is preferable to me. I can do fast, but I have a difficult time with a heavily undulating pace. For the most part the pace remained civil up Tuckerman to Falls. That gave me just enough warmup I needed to shake off Saturday's efforts. Even once we crossed the bridge onto Glen, we weren't hammering into the first rise like usual. Again thank you, it was totally fine for me to move up on the hills and settle back into the group after. Even when spinning out on downhill portions, it was easy to maintain speed with the 34s. (yes, I use compact cranks, my biggest gear is a 50/12, I NEED the free speed). The instructions from coach were to "win" the10am. Um, even on my best day ever (and certainly not after racing twice the day prior), that is probably not going to happen, (see, purple hubs from earlier). In the (inevitable) event that I was dropped, I was supposed to give chase. NORMALLY my coach is kind enough to let me stay "dropped" once that happens. But it is RACE season, PRO WOMEN WANT YOUR SOUL TO CRUSH so I had to ride hard. I managed to stay on until just about when it gets mellow again. Right before the turn onto Seneca. I was under the mistaken impression that there were more people behind me. Apparently those people had been dropped much earlier because I let up a little to regroup behind someone and poof! I was off. No more people. I followed orders (albeit very reluctantly) and chased hard for about 5 minutes. I managed to close a bit, I could see the group on river, but it was too late. Thankfully there was fellow droppee who let me wheel suck for the next 15 miles on my way home. Thank you Mr. Bike Rack on the Cervelo with the noisy bottom bracket. I was pretty cooked when I returned home. So cooked actually, I marched into the Walgreens with my bike and got a LARGE ass can of coke. And then I ate all of the Chipotle and a pint of Ben and Jerry's Americone Dream. Don't judge me, I ride my bike so I can eat like a teenage boy. I love food, a lot.

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