29er Mountain Bike Basics

If you have taken even a casual interest in mountain bikes over the past few years, you have probably heard of the trend to a bigger wheel size, the 29er. Extolled by many and detracted by a few, the verdict is now clear: Mountain bikes with 29-inch wheels are here to stay.

The Pros and Cons of 29er Wheels

So what’s the attraction? 29ers offer several big advantages over their smaller-wheeled siblings:

  • Better momentum once rolling, meaning more progress for less effort and faster rolling over open terrain.
  • A larger tire contact area on the trail, giving better traction and control when climbing or cornering.
  • A higher “attack angle,” meaning the wheels roll over trail obstacles with less impact, reducing fatigue and smoothing out the trail.

Riders report that a 29er gives a feeling of enhanced stability and control, decreasing the “sketchiness” of the riding experience. This means fewer on-trail panic attacks and more confidence and comfort.

Who Can Ride a 29er?

Many people can get a good fit on a 29er, but there are fewer sizing options for short riders (male or female). Why?

The main issue is the standover clearance. A 29er is often taller than a comparably sized 26-inch wheel mountain bike and may be too tall for smaller riders. Toe overlap with the larger wheel and an incorrect handlebar height are other potential concerns for shorter riders. Many 29ers are therefore available in medium, large and extra-large frames, with small frames and women’s specific frames just starting to catch on.

How to Shop for a 29er

Choosing a 29er is the same as selecting any bike: Know your riding intentions and how you want to use the bike.Not all 29ers ride comparably. As with any category of bikes, some models are lighter, faster and nimbler than others. Some 29ers are designed for racers, others for weekend enthusiasts and still others for occasional riders who want one bike to serve a multitude of purposes. Check the product descriptions on REI.com for help with these specifics.

If you are tempted to simply upgrade your existing bike, keep in mind that you would need more than bigger wheels. Unfortunately, 26-inch wheels and 29-inch wheels are not interchangeable on a frame, since frames and suspension are designed to accommodate a specific wheel size.

It’s best to discuss brand and model options with a knowledgeable sales specialist (at REI or other specialty bike shops) to get an understanding of the relationship between bike quality, performance and price. Narrow your selection to 2 or 3 models and be sure to take a test ride to find out which one feels right.

來源︰

https://www.rei.com/learn/expert-advice/29er-mountain-bike.html

Trek Marlin 7 2017 Mountain Bike Review

At a price that many deem to be the entry into a bike worthy of off-road abuse, the Marlin 7 sits in a highly competitive market segment. Where the now more expensive X-Caliber once held this price point for Trek, it’s the Marlin that steps up to the plate.

  • Who’s it for: Those looking to get started in mountain biking or for leisurely rides on varied surfaces
  • What we like: Proven handling, solid feel on trail, reliable components
  • What we don’t: High weight (not an issue specific to this bike, it’s characteristic of 29ers at this price), twisting grips

 

Trek is no stranger to the 29er-wheeled mountain bike, with its now-discontinued Gary Fisher brand effectively creating the 29er market as early as 2001. Eventually these bikes morphed into the Trek’s we see today, but not before the Gary Fisher brand had arguably perfected the geometry of the big wheel frames, well before many other top brands had looked beyond the tried-and-true 26in wheels.

 

The Marlin frame

Made of Trek’s self-branded ‘Alpha Silver’ aluminium, the Marlin offers a relatively basic, yet perfectly solid frame as the bike’s foundation. The frame features are kept simple with only subtle shaping to the tubes to give them additional strength, simple pannier and fender mounts and a classy coat of paint (three colours to choose from).

Being simple in features doesn’t mean this frame is lacking in quality though. All the welds are consistent, the alignment is spot on and the oversized shapes provide for plenty of stiffness and strength.

Geometry is key

Frame construction and materials aside, it’s the angles and dimensions that have the biggest affect on the trail. As mentioned previously, Trek has had longer than just about any other brand to dial in its geometry for use with 29er wheels, and the Marlin offers geometry quite near to its more expensive siblings.

Known as ‘G2’ geometry, Trek claim that its 29er-specific designs create a more natural and reactive handling characteristic. A large part of this starts at the fork offset, where the wheel sits some 5mm further in front compared to many other 29er-equipped mountain bikes. First found on the Gary Fisher bikes, this longer offset fork was once specific to Trek, but is now widely adopted by others.

By offsetting the wheel forward, the handling becomes more reactive. Other brands achieve this quicker handling by steepening the steering angle (head tube angle), but this often creates a nervous and ‘twitchy’ ride characteristic. By contrast, the Trek uses a slacker head angle for descending stability, while handling is kept responsive. This special offset fork remains a rarity on bikes of the Marlin’s price and makes a true difference to how the bike behaves off-road.

Further to this, the Marlin offers a modern longer length across its top tube. This is combined with a shorter stem to provide roomy reach to the handlebar, while helping to keep your weight well centred between the wheels.

Big brand components

A quick glance of the specification list and reality of this pricepoint sets in. The Marlin 7 features a mix of big-brand components, but many of which are fairly basic.

After the frame, the front suspension is the most important component. The RockShox suspension fork up front is a key feature to this bike, with the sticker alone adding some prestige. Regardless of the label, this is still a basic fork with a simple lockout on one side and control of the preload on the fork’s spring at the other side. While it is hydraulic damped, it doesn’t offer the external rebound control that some bikes of this price are starting to offer – a function that controls how fast the fork returns to its full height once compressed. It’s a feature found on the X-Caliber model above.

Another aspect to consider with suspension forks is the stanchion tube diameter. Simply put, the larger tube diameter will typically result in a stiffer fork that lets the front wheel go where the handlebars point. 32 or 34mm forks dominate the premium hardtail and dual suspension mountain bike market these days. The Marlin’s ’XC30’ gets its name from the 30mm stanchions, a skinny size that is near standard on bikes of this price.

Next inline of importance are the wheels, with Trek’s own component brand ‘Bontrager’ featuring at the double-walled rims. While they’re built tough for abuse, these fairly no-frills wheels hold plenty of weight within them. It wouldn’t be a review if we didn’t nitpick, and with that, the Formula rear hub on our sample was a little noisy straight out of the box. The noise didn’t affect its function, but we decided to open it up and silence it (it helped a bit) with fresh grease anyway – a procedure best left to your shop as it requires a handful of bike-specific tools and a little knowledge.

Wrapping the wheels are a pair of Bontrager XR2 wire bead tyres. What’s interesting is that Trek have equipped a wider 2.2in model to the front wheel, with a narrower 2.0in version out back. This is a popular practice on mountain bikes, where the lead front tyre offers greater control and grip, with the following back tyre saving weight.

It’s the gears of the bike that most will compare models with. In reality, the functional difference between Shimano Altus and Acera is marginal and so the model of derailleur or shifter shouldn’t be a deciding factor for your new bike. In the Marlin’s case, the gears equipped work exactly as required and it’s nice to see all but the chain being from Shimano’s catalogue. Here, three cogs at the front match with nine at back to make a 27-speed drivetrain with huge range.

Ride impressions

Component lists aside, what matters most is how it feels on the trail, and the Marlin steers with similar poise to its more expensive X-Caliber, Superfly and even Pro-Caliber siblings. It’s off-road that the subtle differences in Trek’s geometry really shine and almost immediately we felt confident bombing down descents on this entry-level ride.

Up front, the RockShox fork feels well controlled and does a decent job absorbing bigger hits, while keeping front wheel traction. Fast, repetitive trail bumps can quickly overwhelm the fork, but it’s well mannered in most conditions. To our surprise, we didn’t miss the lack of rebound adjustment as much as first thought, mostly due to the stock setting offering decent control and preventing this fork from springing back with aggression.

Handling is inline with what we’ve come to expect of a modern 29er, where even the tightest of singletrack corners are no struggle to get through. Ride the Marlin hard enough and you’ll feel the flexible fork complain, with the bike understeering to the demand given. Though its hardly something to worry about, as just about all bikes of the price will suffer such a fate.

The Bontrager tyres offer decent traction in a variety of conditions and the larger volume at the front is a nice touch, but if you were looking to drop this bike’s weight below 14kgs, new rubber should be your first point of action.

However, it’s not all perfect. The rubber grips slowly turn on the bars and so would be the first part we’d suggest changing for the keen mountain bikers. Likewise for the included plastic pedals which lack grip when wet, either changing to a metal version or a clipless pedal would be a great upgrade.

On that point, it’s commonly said that 29er mountain bikes make for great all-round bikes and commuters as the rim size is equal to what 700c road bikes use. However, our opinion is that if you’re looking for a bike to solely use for commuting, without any ambition to ever go off-road, then there are better, more focused bikes to choose. Sure, the Marlin’s front fork lockout helps it on the road, but the overall weight and position is optimised for tackling off-road terrain, and it’s fairly slow and hard going when on the tarmac.

Conclusion

While we’ve drawn plenty of similarities of the Marlin and Trek’s more expensive models, it’s important to be clear that you do get what you pay for. Yes, the Marlin offers proven geometry that serves as a strong foundation into mountain biking, but its high weight is the true limitation of the price point. If you can stretch to the X-Caliber, then the more refined frame is money well spent.

來源︰

GCN粉絲票選2016年度最佳公路車 – TREK DOMANE SLR

各位車友們準備好迎接2017年了嗎?!! 每到年底,媒體們總會來個年度大總結,票選今年最有看頭、銷量最好的各業界品牌、產品以及服務;當然,自行車界也不例外。擁有Youtube近百萬粉絲訂閱的知名自行車網路媒體GCN(Global Cycling Network)於12/28上傳了名為 “2016 GCN科技大賞:年度最佳科技公路車” 的影片,當中最終的年度最佳公路車(Bike Of the Year)是由粉絲票選決定誰是今年大家心目中最棒的公路車;票選結果是由TREK與八月甫拿下奧運公路計時賽冠軍Fabian Cancellara共同研發的Domane SLR,以些微幅度打敗眾家好手,奪下了2016 GCN最佳公路車的殊榮。

事實上Domane SLR贏的並不輕鬆,前四名的差距就只瓜分那1.06%的投票率,大家可以說是伯仲之間,但Domane SLR可以奪下此頭銜,從技術力、冠軍車手加持以及媒體評測等方面就可以知道,一點都不是僥倖。

技術力+冠軍加持

自TREK找來Fabian Cancellara之後,就試圖從這位古典賽冠軍身上發掘對耐力車款創新研發的可能性,而Cancellara(坎叔)也正好需要一台在顛簸的石板路上可以如履平地並讓他的力量完整輸出的車款,因此,Domane誕生了! 上五通內藏軸承的IsoSpeed技術,讓地面的震動有效減少傳到車手身上,保留車手體力的同時,TREK公路車系傳動最強的下管,則幫助車手毫無保留的向前奔馳,也幫助坎叔奪下古典賽最具代表的巴黎-盧貝(Paris-Roubaix)2013總冠軍。有了這樣的成績,讓TREK吃下定心丸知道此研發方向是對的,即便歐美騎士對Domane佳評如潮,但TREK並不為此而滿足,馬不停蹄的著手進行下一代Domane的研發。

終於,在2016春季古典賽的戰場,各家媒體捕捉到坎叔的Domane跟之前的不一樣;3月在義大利舉辦的另一場重要古典賽StradeBianche中,坎叔在最後的石板路下坡甩開對手奪下勝利,吸引了眾人對第二代Domane的目光,也就是此次年度最佳公路車得主Domane SLR。青出於藍,更勝於藍,Domane SLR承襲了Domane上五通IsoSpeed的技術,但更進一步讓車手可以自由調整坐管的軟硬度,不論今天是要在鋪裝平整的路面上奔馳,亦或要到崎嶇顛簸的石板路越野一下,都沒有問題!另外,頭管處也加入IsoSpeed設計,讓車手的上半身也可以擁有極為舒適的騎乘感受。當然,這兩年最夯的碟煞版本TREK也沒有放過,用了Domane SLR碟煞版車架,讓大家擁有32mm寬胎的大!平!台! 穩定與舒適性更上一層樓;一般夾器版本也升級為前後直鎖式夾器,騎得快也要煞得輕鬆,煞得住才行。

媒體評測

除了此次GCN粉絲票選結果之外,同樣知名的網路媒體BikeRadar將Domane SLR評測為滿分五星頂級,文章的副標為”遙遙領先對手的最佳耐力公路車”(來源1)。無獨有偶,BikeRadar的讀者也在年中票選Domane SLR為他們最想要的耐力公路車(來源2);而知名的Outdoor雜誌說Domane SLR把科技推向更廣闊的境界(來源3)。

新年換新車

說了這麼多,還不如親身感受。2017 Domane陸續到港,準備在新的一年好好體會一下冠軍車種了嗎?趕快來單車喜客就對了。

來源:

  1. http://www.bikeradar.com/us/road/gear/category/bikes/road/product/trek-domane-slr-7-disc-review-50668/
  2. http://www.bikeradar.com/us/gear/article/bikeradar-2016-most-wanted-awards-the-winners-47284/
  3. https://www.outsideonline.com/2066506/first-look-trek-domane-slr

Trek Madone 2.1 road bike review

Trek Madone 2.1 selling $12800 (NOW$7800) is a solid dependable road bike for commuting and sportives

 

Pros:
  • It just fits into the Cycle to Work price bracket and has all the components you’d expect
  • It gives a stable and stately ride — think purring like a Jaguar
 
Cons:
  • The tyres and saddle are the upgrade priorities
  • Its stability comes at the price of sprightliness

 

 

Trek’s Madone 2.1 is likely to be anathema to some cyclists, a welcome entry point into the world of Madone for others. Madone series bikes are made from carbon fibre, typically expensive and usually high-performance — or that was the case, at least, until this, the Madone 2.1, came along.

 

Thanks to advances in manufacturing techniques, you can now get the carbon bikes’ tube shape in aluminium instead. Though there may be similarities in the technology and methods used to create all the bikes in the Madone range, inevitably, given the £9k difference in price, some of the top-end model’s features have been sacrificed.

The frame is made from 200 Series Alpha aluminium, Trek’s premium road alloy, while the forks are made from carbon fibre. A running theme in the Madone range is the use of Trek’s KVF (Kammtail Virtual Foil) tube shape, a deep aerodynamic design that’s been truncated to give maximum strength for minimum weight. In the 2.1, this KVF shaping appears on the down tube and fork legs.

Further stiffness is added to the frame in the head tube, where it is tapered from a 1.5in lower bearing to a 1 1/8in bearing up top, giving extra strength for negligible weight. Mudguard mounts are tucked discreetly away on the frame and fork, plus one on the back of the seat tube.

 

Components
As you’d hope with a bike of this price, the groupset is the very reliable and roadworthy mid-range Shimano 105 double 10-speed with internally routed cables (nice touch). Shifting is smooth and fast, and with a little maintenance the 105 should look after you for years. Where the 2.1 deviates from the norm is with its chainset, which is the Shimano R565 compact option, giving you 50-tooth and 39-tooth chainrings and a great lower set of ratios for a helping hand up the hills — but a dent in top-end speeds when hooning down them. Personally, I’d happily take the assistance uphill at the expense of a little velocity on the descents.

The wheels are a straightforward set of Trek’s in-house component brand Bontrager, which feel solid and dependable once up to speed. The tyres are Bontrager R1 Hard-Case Lites, which were fine but didn’t fill me with confidence that they’d last long on the debris-strewn streets of London. The saddle is a Bontrager Affinity 1, which I would swap for something harder.

The ride
The Madone 2.1 is supplied in Trek’s H2 geometry, the middle of Trek’s three fit options. Not as aggressive as the H1, H2 has a slightly higher head tube but it by no means feels that you’re sitting upright in the wind. As a 5ft 4in woman riding the 52cm frame size, the geometry didn’t quite work for me — the bars were too wide and the reach for the brakes too far, but that can be easily adjusted. Even so, that didn’t take away from the feeling of power and strength I got from the Madone 2.1.

Quick to get up to speed, the 
2.1 glides along serenely, in true states(wo)manlike fashion. Pleasingly, it felt powerful and responsive when I needed it to be, yet light and agile enough for weaving through back streets and along lumpy country lanes

 

Verdict

If you can get over the fact this Madone is not made from carbon fibre, it does a good job of living up to its illustrious name — these are high-performance bikes. For the price, it’s a solid and dependable ride that’s not going to throw up any great surprises. And whether you’re commuting or on a leisurely ride, a lack of bike-related surprises is generally a good thing.

Source quoted from:

http://www.cyclingweekly.co.uk/reviews/road-bikes/trek-madone-2-1-road-bike

Trek Madone 4.5 review

BikeRadar verdict

“The 4.5 surpasses last year’s 3.5 with ease, and most bikes in its class”

Last year’s Trek Madone 3.5 took the eventual Bike of the Year 2012 victor, the Focus Izalco Pro 3.0, right to the wire, earning a runner-up spot in the process. For 2013, Trek have significantly upped their game with the Madone 4.5.

Frame & equipment: Strong all round

The 4.5 uses a significantly better grade of carbon than that of the already impressive 3.5, making it notably light at a claimed 1,100g for the frameset. The frame itself incorporates Trek’s take on the press-fit bottom bracket BB90, for improved stiffness and less weight. 

The E2 tapered head tube and highly sculpted shaping is taken from that US-built superbike, which is essentially what you’re getting with the 4.5; in terms of specification it’s a stripped-down version of their previous Grand Tour winning machine. The 5-, 6- and 7-Series bikes now have aero-optimised KVF designs, but we’re glad Trek have kept the wonderful Pro level chassis alive.

A frame with design credentials this good and on a sub-£2,000 complete bike would suggest some downgrades and compromises elsewhere, but Trek have been clever with the budget. For a start, they’ve used Shimano’s Ultegra system for the mechs and shifters, only downgrading the brakes and cassette to the still-impressive 105 range, while the chainset is Shimano’s non-series R565.

The wheel package hasn’t been compromised, though, as Trek’s component brand Bontrager have supplied the new-for-2013 Race wheels, featuring classy, minimal hubs with quality bearings, great seals and butted spokes. The all-new rims are also compatible with tubeless tyres.

The Races are shod with Bontrager’s R1 tyres – with a nominal size of standard 23, they are in fact slightly broader than that, and in our opinion all the better for it. The difference in size allows them to be run at the lower pressures necessary for winter grip, without increasing the chances of you puncturing. As you’d imagine, Bontrager also provide the rest of the Madone’s finishing kit.

The slender, compact reach and drop VR-C bar is an adequate performer – nicely shaped with great dimensions but little to make it stand out beyond that. The Race Lite stem is a bit classier, and nicely finished with quality hardware. 

At the back it’s a much more impressive affair, with the Affinity 2 saddle (fast becoming one of our favourites) sitting atop an elegant carbon seatpost (though we did need a liberal coating of carbon prep to prevent it slipping)

Ride & handling: Smooth and extremely capable

Out on the road, the class of the 4.5 is completely evident. We loved the 3.5 last year but the 4.5 takes everything that made it exceptional and turns it up to 11. The overall feel is completely smooth, and a low overall weight and broad 50/34, 11-28 gearing make the bike a complete breeze on climbs. Yet the stiffness and oh-so-sorted position make it an absolute blast down hills.

Smashing the 4.5 through a succession of bends never caused it to get flustered or drift off line. Some bikes can have snappier initial turn-in, but the 4.5 doesn’t need to be as rapid; with a bike that gives this much communication through its feel, we never found the need for last-minute direction changes mid-corner.

This bike was tested as part of Cycling Plus magazine’s 2013 Bike Of The Year feature – read the full results in issue 273, on sale Friday 1 March and available on Apple Newsstand and Zinio.

Source quoted from:

http://www.bikeradar.com/road/gear/category/bikes/road/product/review-trek-madone-4-5-13-47027/

http://www.jayloo.com/Product-Photography/2013-Trek-Madone-45/

Review: Trek Domane 5.2

I have been wanting to get out on a Trek Domane (pronounced Do-MAH-nee) since it debuted last year. I’ve ridden a Madone 5.2 for the past three seasons and love so many things about it, but there was still a draw to the romance of a bike that was created for the cobbles of Arenberg Forest. I am not nearly as fast or as ruggedly good looking as Fabian Cancellara (if only I could pull off the hair…), but watching him hammer through the roughest sections of Paris Roubaix, while others sought shelter on the shoulder, only added to the Domane’s mystique.

Okay, enough of the mushy stuff. For me, the real draw of the Domane is that it’s tailor made for riders like myself – recreational endurance riders who love to tackle the club ride, a race or two and an occasional century endeavor here ore there, while remaining as comfortable and capable as possible. There are many bikes that fit into the Plush or Endurance category, and I believe that list is only going to grow.

Getting the Bike

My local bike shop, the Trek Bicycle Store of Omaha, just so happened to select the Trek Domane 5.2 as it’s rental bike of the season, so I was able to call in a few favors to take one out to knock around (thanks guys). I also procured a Bontrager Race X Lite TLR wheelset for the outing. I’ll be reviewing a different Bontrager TLR set in the coming weeks, so I’ll hold on complete details until then.

The Setup
My 2011 Madone is setup very similarly to the 2013 Domane, so switching bikes was not overly difficult. I moved my computer and integrated speed/cadence sensor without issue, and also swapped my entire seat mast and saddle together to avoid breaking in a new stock saddle. The Ultegra drive train and shifters were the same, so no issues there either. The Race X Lite TLR wheels were an upgrade over my Ultegra tubeless set, so in hindsight I should have ridden my own to keep things equal.

Truly, the only visible differences between the Madone and Domane are the Domane’s IsoSpeed Decoupler (seat tube separate from the rest of the frame), a bit taller head tube, and the swept-forward fork position. Other than that and a more squared top tube, the bikes appear very similar.

Trek Domane 5.2 Trek Madone 5.2

Tech Stuff
I have poured over the tech specs of the bike, but rather than bore and most likely confuse most with an inaccurate rendition of what really makes the Domane different, just watch this quick explanation from Trek, and read on for what the bike actually felt like on the road. If you want the Cliff Notes version, the frame is designed to lessen road vibrations that cause fatigue and lost power.

The Good

As advertised, the Domane works like magic when it comes to rough surfaces and unexpected road blemishes – things that really send stress straight through my Madone frame and into my back. Bumps were dampened nearly to the point where I was able to focus less on the road and more on staying with the group.

Overall, I just felt less stress at the end of the ride. The shorter top tube and taller head tube put me in a bit more upright position than my Madone, which I will credit to saving some pain in my neck, shoulder and back. All good things on longer rides.

The Bad

As with any test ride, and any new bike in general for that matter, there are kinks to be worked out. The particular Domane I rode was having some trouble with chain/derailleur noise. I had a mechanic give it an adjustment, but the noise came back a short while later. New cables that need a good stretch are most likely to blame.
With the Domane 5.2 itself however, there was little to find at fault, other than the paint choice. While the color may seem inconsequential for most, I truly feel that for a $3,679 bike, the red/white scheme seems tired, if not a bit overdone. The same can be said for the entire line until you hit the Domane 6.9, which will set you back almost $7,000 and get you a faster-looking red/black/white layup.

The Verdict

After giving this bike about all I had, I can honestly say I enjoyed riding it quite a bit. I am not going to hop online and put my Madone up for sale any time soon, but when the time comes, the Domane does seem like a great option for me. I’m not getting any younger (neither are you) and there is definitely something to be said about reducing the amount of wear and tear on your back, and your body in general, while still being able to keep up with the group – at least for most of the ride.

Source quoted from:

http://www.averagecyclist.com/2013/05/review-trek-domane.html

VISIBILITY GOES PRO

Trek-Segafredo reveals high-visibility kit and bikes at Japan Cup

How Trek-Segafredo is delivering a crucial safety message through the pro peloton

Over the last three years, Trek has conducted extensive research into on-bike visibility. We’ve partnered with a major American university to investigate what works and how we can continue to help cyclists stand out to motorists on the road. It’s all part of our ongoing campaign to make cycling safer for everyone.

Creating safer cycling is a fundamental part of Trek’s mission. We believe it’s crucial for every cyclist to be seen, and that’s why we’ve created a full lineup of visibility apparel and equipment for riding in any season.

The right gear makes all the difference. See our full lineup of visibility apparel, and learn how to use it to increase your detectability on the road.FSee here

MADONE EMONDA DOMANE
See bike See bike See bike

Source quoted from:
http://trekbikes.com/us/en_US/japan_cup_visibility/

THIS IS HOW WE RIDE

ABCs of awareness

Research shows that cyclists drastically overestimate the distance at which they are detectable by motorists. Unless we’re actively doing something to increase our detectability, we may not be seen at all. And that’s an alarming reality. But there are simple steps we can all be taking to stand out. The following guidelines were developed using research conducted by students of Clemson University’s Perceptual Awareness department. The ABCs of Awareness—Always on, Biomotion, and Contrast—are presented here in a good, better, best hierarchy. Using daytime running lights is a good way to be noticed, but a combination of daytime running lights, highlighting your body’s moving parts, and choosing gear that contrasts with the environment is the best option. The more of the ABCs you practice on every ride, the more you’ll stand out.

Always on
Front and Rear lights, day and night

Cycling has taken some of its best cues from the automotive industry. We can thank cars and motorcycles for suspension and disc brakes, for instance. These days, cars come standard with daytime running lights because cars with DRLs are less likely to be involved in a collision. Applying that logic to bikes is a no-brainer. A true DRL has a specific focus, flash, and range. Without these three things, you just have a light.

FSee the lights FLearn More

Biomotion
Highlight your body’s moving parts

人The brain has identified ways of protecting itself, beginning with its uncanny ability to recognize a biological form with only a few clues to the form’s shape. In other words, we’re really good at seeing ourselves. This isn’t something that needs to be taught— it is an instinctual perceptual phenomenon called “sensitivity to biomotion.”

Contrast
Choose the right gear for day and night

Visibility relies on contrast.

Fluorescent is effective for cyclists during daylight because it helps us stand out from the surrounding environment. But without the sun, fluorescent apparel is no more effective than darker apparel..

REFERENCE OUR RESOURCES

The information presented throughout was curated from many sources. If you’re interested in digging deeper, check out our sources for yourself.

Source quoted from:

http://trekbikes.com/us/en_US/abcs_of_awareness/#comp_Awareness1Up1Collection

HALO

Ultimate awareness

 Not just day. Not just night. Who wants to be constrained with their riding time? The distractions are real, and making others aware of your presence should be the highest priority. These day- and night-visible products will do just that. Fluorescent yellow, disruptive patterns and irregular flash patterns draw attention in the day, while integrated reflectivity and long-lasting lumen power draws attention at night. Halo is ultimate awareness, and it’s the only way to keep riding when you want, with the confidence you need.

hard to miss,harder to catch highly disruptive,day andnight  This shoe isn’t yellow

fly by in a flash with tge super areo Ballista road helmet with incredible ventilation

Our most visible and  advanced jersey yet by way of reflective  pixel technology and the unique disruptive fluorescent pattern make the Velocis  halo jersey stand out.

It’s a split-pattern  design with fluorescent yellow  on the outer half of the shoe, with a reflective inner half, giving it true 24/7 visibility.

 
Replaces reflectors Reflectivity at your fingertips Daytime Running Light
 Reflectors are so unfashionable,which is why the R3 Reflex tyres have built-in reflectivity and the confidence of puncture proyecyion Addsome visibility to your bars with this plush Velvetack handlebar tape. Its smooth, comfortable grip has 3M reflective cutaways for that mid-night pop Become the biggest distraction on the road with the Flare R, designed for daylight use and visibke uo to 2km away nomatter the conditions

RIDE IT AND LOVE IT. 

IF NOT, WE’LL TAKE IT BACK.

Source quoted from:

http://www.trekbikes.com/gb/en_GB/halo/

Tim Reed: The Power of the Present

It would be unfair to say that Tim Reed won this year’s 70.3 Ironman World Championship by virtue of his sons Oscar (age 4) and Arthur (age 1) repeatedly falling ill in the weeks leading up to race day. Reedy—who outsprinted Germany’s Sebastian Kienle in a heated battle to the line after more than three and a half hours of racing—had failed to stay healthy while he and his wife Monica played nurse to their sniffling and sneezing kids. A surprise last-minute wisdom tooth extraction merely topped off his ever-changing preparation for the race in Mooloolaba, just three hours north of his home in Byron Bay, Australia.

It is fair to say, however, that Reed went into the race relaxed. Unpressured. And that’s the biggest take-away from this monumental win—Reed races best when he’s stress-free and enjoying himself. He admits, “In the past I have definitely been fitter for World Championship events, but I let the pressure of the race and my personal ambitions take the better of me. This time I didn’t have the perfect preparation at all. Whatever the result, it would be a bonus. As triathletes, we train so much that we are often over-trained and we don’t realize it. But this time, things were very busy at home and my training was far from ideal. Maybe these setbacks were exactly what I needed.”

Triathlon is the ultimate endurance sport, so it may come as a surprise that Tim Reed, at 31, initially set off playing rugby and basketball. At age 18, he trained for a mere six weeks before racing his first Ironman. He ended up walking the concluding marathon.

From there on he began to race here and there, now and then.

By 2008, at age 23, Tim was ready to double down on his efforts. He took a shot at racing abroad and emailed, by his own account, “Every tri club in Europe.” One Spanish club replied to his request for support and Reed, who doesn’t speak Spanish, set off to become a professional athlete. “All I did was train,” he says. “I ended up traveling back to Australia, working as a coach, but the taste for the sport just stuck with me. In 2010 I decided to bite the bullet, go back to Europe and have ago at it.”

The workload of professional triathletes is tremendous. Reed puts in about 23-24 hours of training every week, which he claims is considerably less than what some of his competitors do.

“The bike training is the most enjoyable part for me. Long after I finish my career I’ll still be riding bikes. I could give up running and swimming much more easily. Biking gets me going. I love going fast. When I am training alone, I’ll put on my race wheels. Going fast gives you such a buzz. Cycling is my biggest pain cave, I love going deep. But it’s also my ideal recovery training: I love riding my mountain bike on a rest day.”

Tim Reed has become synonymous with the Budgy Smuggler race briefs (For those in the Northern Hemisphere where the brand isn’t yet as ever-present, think of the small, brightly patterned briefs often seen in a competitive swimming environment). The family-owned brand out of Sydney has been Reed’s longest standing sponsor, and there’s no question in Tim’s mind that he’ll always race in his signature swimmers. He is quick to avow that the support of the crowds at the races is much higher when he’s smuggling his budgy, and that there’s a certain psychological side to it too.

Initially though, it was all based on comfort during the race, as there are physical benefits to the briefs, including no chafe caused by rubbing and more effective ventilation.

“In the end, I just love ‘em,” he says.

Jump back to Mooloolaba, the scene of a legendary face-off between local favorite (and budgy-smuggling) Tim Reed and Sebastian Kienle, the 2014 Ironman World Champion and 2012 and 2013 Ironman 70.3 World Champion. Reed uses the word “tenacious” to describe his rival, an athlete he respects and holds in high regard. “Sebastian never races for second,” he says.

When Reed emerges from the clear blue ocean onto Mooloolaba beach, he is in a group of about a dozen athletes. Kienle is about 90 seconds behind. The bike course is technical, which is much to Reed’s liking. He loves the way his Trek Speed Concept handles through the corners, accelerates out of the turns, and climbs effortlessly. In a triathlon of this particular distance, it’s the strategy of many riders to break up the pack right away, which makes for a succession of high-power surges.

“There’s no slipstreaming allowed [in Ironman], so you have to put in a sustained 400-Watt effort for up to two minutes if you want to pass whomever’s in front of you. You’ve got 100 meters of athletes in front of you, so there’s no other way. Such a surge can potentially destroy your run two hours later, which is another reason to do it right away.”

At the start of the half-marathon, Reed felt strong and confident. “I generally know from my power on the bike how I’ll need to pace the run. If my power numbers are really high, I generally take the first kilometers of the run easier, to fuel up and hydrate.

“The trick is also about knowing the athletes you’re up against. When the heat is a factor, I’ll often go full effort immediately to make everyone panic. I know I’m good in hot and humid conditions. When you’re racing a guy like Sebastian, however, there’s no point. He won’t fall for it.”

Reed and Kienle fought it out for over an hour, attack after attack. Faster and faster. At this level of the sport, says Reed, the difference between the top guys is ever so slight. Every athlete is in impeccable shape. It’s an athlete’s mindset that makes the difference. Your thirst for victory is what makes or breaks your race—especially in an Ironman 70.3 (half distance).

In Reedy’s words: “In a full Ironman, you really have to remain calm and cool. Put in a solid effort, but never hurt yourself. It’s the distance that will hurt you and slowly take you down. An Ironman 70.3 is very different. It’s high threshold, not just endurance. The pain is there from the beginning and only gets worse. You go as hard as you can.”

It’s the ability to lose yourself and focus on what’s immediately around you that makes for an optimal performance—your breathing or your cadence, for example— rather than dwelling on your swim or worrying about your run. It’s about focusing on doing what you can do right there in the moment.

He calls it “the power of the present,” and it’s a philosophy that clearly works for him. In fact, his capacity to focus on the present may have been the deciding factor in his World Championship because he was able to compartmentalize the whole race into the few final meters. “Win this short sprint,” he may have been thinking, “and you’ll win the race.”

And perhaps, being present in the moment for his family before the race, when he was wiping noses rather than keeping to a strict training regimen, also played a part in his legendary win. He was focusing on doing what he could do, right there in the moment.

The reality of Reed’s astounding win is that he was more prepared—mentally and physically—than the rest of the field, and that he had the most left in the tank at the end. But with each telling, a story morphs slightly. Details are refined and themes emerge. Years from now, when Reed tells the story of this triumph to his sons, don’t be surprised if the renowned family man’s tale begins with, “Let me tell you about how you helped me win the World Championship…”

SPEED CONCEPT

Speed Concept is pure drag-defying tri performance. It offers total aerodynamic integration, incredible fit, and even Project One customization, all in one incredible system.

BALLISTA ROAD HELMET

Thanks to a wind tunnel-proven design and superior venting via our unique internal channeling, Ballista launches you to the front of breakaways and sprint-line finishes.

HILO RXL TRIATHLON SHOE

Hilo RXL combines thoughtful tri-specific details like the easy-to-grab heel loop with the proven heritage of Bontrager performance footwear for the quickest, stiffest, most comfortable triathlon shoe ever.

Source quoted from:

http://www.trekbikes.com/us/en_US/story/tim_reed_power_of_the_present/?utm_source=bm23&utm_medium=email&utm_term=Image++Tim+Reed+running&utm_content=http://www.trekbikes.com/us/en_US/story/tim_reed_power_of_the_present/&utm_campaign=US+Consumer+20161007+Tim+Reed