Sugino’s OX601D is the less expensive version of the company’s OX801D compact-plus crankset. The combination 110mm/74mm BCD allows small rings as low as 24t and specially-matched big rings as large as 50t (or as small as 42t). Q-factor is 145mm, and the ramped-and-pinned chainrings are compatible with 9/10s Shimano and 10s SRAM chains (and worked fine with my 10s Campagnolo drivetrain).
Stay tuned…
In the world of bicycle tires, there is rarely such a thing as a “free lunch.” Puncture resistance often comes at the expense of ride quality and light weight. Faster-rolling tires usually don’t last as long, and can sometimes be more prone to flats or cuts. For riders who want a blend of performance and durability and reliability, SOMA Fabrications offers the New Xpress tire.
Made in Japan by Panaracer, the New Xpress utilizes the same micro-tread as the company’s popular Pasela tire. The New Xpress comes in steel- and folding-bead versions, and is available 26″, 650B, and 700C sizes. The 700×32 (folding) samples that I received measured 30.5mm wide (mounted on 23mm rims) and weighed 420g each. Suggested retail for the blackwall, folding-bead model is $44.99/each.
To help reduce punctures and cuts, New Xpress tires feature a HyperTex-reinforced casing. SOMA claims that HyperTex is more flexible than Kevlar (for a smoother ride), but still strong enough to improve durability and reliability. In my testing I found that the HyperTexvcasing felt stiffer than a plain skinwall, but didn’t have the harsh ride found on more heavily-armored tires. I noticed that the reinforced casings enabled the use of lower pressures without resulting in a squirmy feel (which was especially welcome when riding off-road and in snow).
HyperTex layer runs bead-to-bead for added protection.
Over the past several weeks, I’ve ridden the SOMAs on pavement, dirt roads and trails, and yes, gravel. Transitioning between the different surfaces proved to be no problem. A few of those rides included snow and ice, and the tires performed surprisingly well–especially when I dropped the pressure to 40psi front and 50psi rear. And while it’s hard to predict how long the tires will last, the high-carbon rubber shows very little wear thus far.
Testing the New Xpress tires during a Front Range snow storm.
The New Xpress tires do a fine job of balancing performance and reliability. I found the latter especially reassuring when commuting in sub-freezing temps before and after dark (but I would opt for the version with reflective sidewalls for increased visibility).
Disclosure: SOMA Fabrications provided review samples for this article, but offered no other form of compensation for this review.
The new Pacenti SL23 rims arrived this week. Weighing 450g, the 24mm-wide rims feature machined brake tracks (with wear indicators) and welded construction. Our review samples were laced to White Industries T11 hubs by Ergott Wheels. In between snow storms, I managed to snap a few pics of the complete wheels. Stay tuned for a full review.
In the days before saddle packs, riders used an old toe strap to secure their spare tubular to the saddle’s rails. Then, as clinchers gained popularity, saddle packs became more ubiquitous. When saddlebags became passe, tubes and mini-tools were then relegated to jersey pockets. But now there’s another option for carrying spare kit–the SeatSleev retention system.
Conceptually, the SeatSleev is the exact opposite of a saddle pack. All your gear is visible–and more importantly, accessible–even when strapped to the saddle’s rails. With the SeatSleev, there’s no rummaging through packs or sagging jersey pockets.
OK, it’s convenient, but is it secure? Absolutely. I’ll admit that I was a little skeptical at first, but I’m pleased to report that the SeatSleev is very secure. The heavy-gauge elastic conforms to the items’ individual shapes, and cinching down the dual hook-and-loop keeps everything in place (even on dirt roads and trails).
A compact and convenient alternative to traditional saddle packs.
Capacity-wise, I was able to able to carry everything that normally resides in my medium-sized Lezyne saddle pack (with room to spare). And while I’m certainly no featherweight, the SeatSleev is about half the weight of the aforementioned saddlebag (45 grams vs 85 grams).
The SpeedSleev retails for $34.99, and can be purchased on the company’s website.
Disclosure: SpeedSleev, LLC provided review samples for this article, but offered no other form of compensation for this review.
When I built up my Black Mountain Cycles frameset, most of the parts came from my previous bike (Rawland rSogn). That build worked well enough for me to get a feel for the new rig, but after several hundred miles, I found myself wanting gearing that was a little tighter (both in range and jumps). And since I was running 10-speed shifters with an otherwise 9-speed drivetrain, it was the perfect opportunity to make the switch to a total 10-speed setup.
The author’s Black Mountain with newly-upgraded drivetrain.
Because I wanted to avoid hybrid- or conversion-cassettes, the upgrade to 10 speeds would require a rear wheel with a Campagnolo-compatible freehub. I was already working with Brandon at BikeHubStore on a related project, so that problem was easily solved with one of his SL218 hubs. Peter Chisholm of Boulder’s Vecchio’s Bicicletteria built the hub into a new rear wheel, and I was ready to make the jump from 9 to 10 speeds.
Campagnolo Veloce (med cage) derailleur shifts a KMC chain over a Veloce cassette. Shifters and front derailleur are Campy Centaur.
With the necessary parts in hand, it only took a couple of hours to install and adjust the new components (cassette, rear derailleur, chain). The process was largely uneventful, but I did run into a couple of gotchas along the way.
The new cassette’s range (13,14,15,16,17,19,21,23,26,29) works well for most conditions, but when paired with the 46t big chainring, I find myself spinning out on paved descents. A 48t or 50t chainring is on my shopping list for when the 46t ‘ring eventually wears out. Sharp-eyed readers will notice that I’m running a 10-speed chain and front derailleur with 9-speed cranks and an 8-speed large ‘ring. It shifts better than expected, but there’s a slight lag getting the chain onto the 46t Real Design chainring (but it’s something I can live with at the moment).
Disclosure: BikeHubStore.com and Vecchio’s provided review samples and services for this article, but offered no other form of compensation for this article.