Tuesday, July 29, 2014

2015 Raleigh Maverick

Impressive 2015 Bikes from Raleigh



"Raleigh have a new Maverick range of bikes with frames built from various types of Reynolds double-butted chromoly tubing.

'The original Raleigh Maverick was one of the first ever mountain bikes, opening up a new world of trails and routes to off-road explorers,' say Raleigh.

'The new Maverick opens up the route less travelled once again. On gravel, on mud or in the urban jungle, it’s a true all rounder with the personality to match. The Maverick takes classic day touring geometry and tweaks the handling to be better suited for multi-terrain use.'

So, the Mavericks are designed as do-it-all bikes that can handle everything from commuting to gravel riding – gravel, lest you haven’t noticed, being the latest buzz word in the cycling world.
There are three Maverick bikes in the range. The Maverick Elite comes equipped with a Shimano Sora groupset with TRP Spyre cable-operated disc brakes, and 35mm Schwalbe Spicer tires on Raleigh’s own RSP CX2.0 wheels.

This bike looks like it could be a lot of fun." - Roadcc.com

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Friday, July 25, 2014

[PICS] Raleigh Revenio Range Rejuvinated for 2015

Raleigh’s endurance range was expanded significantly last year, and has been refreshed for MY2015.


The biggest change to the range – which now features four carbon machines and six aluminium – is the introduction of three disc-equipped models.

(article originally posted on Roadcyclinguk.com)
Revenio 5 Disc, Raleigh, model year, 2015, pic: Colin Henrys/Factory Media
The Revenio 5 Disc, one of three disc-equipped models added to Raleigh’s endurance range
Raleigh call it an ‘obvious decision’ to embrace the disc revolution and have developed the Revenio Atomic Butted Aluminium Alloy disc frame to accommodate it, which they have paired with the C3 fork, with carbon blade and alloy steerer.

The Revenio 5 Disc uses Shimano 685 Hydraulic disc brakes, with Ultegra front and rear derailleurs and Shimano’s RX31 disc-specific road wheels.

It is completed with an FSA Gossamer chainset – with an adjusted chain line for 135mm rear spacing – and is built using Raleigh’s RE2P geometry, which is designed to shift body weight further back and enhance comfort for endurance riding.
Revenio 5 Disc, Raleigh, model year, 2015, pic: Colin Henrys/Factory Media
The Raleigh Revenio 5 Disc
Slightly lower down the price scale, the Revenio 4 Disc uses TRP HyRD cable-pull hydraulic brakes, an FSA Gossamer chainset and RSP AD 3.0 Disc sealed bearing hub wheelset.

The front and rear derailleurs are SRAM Rival 22, while the final disc-equipped model, the Revenio 2 Disc, is dressed with Shimano’s Sora groupset, with a TRP Spyre cable-actuated disc brake with 160mm rotors, mounted to Raleigh’s own RSP AD 2.0 Disc wheels
Revenio, RE2P geometry, Raleigh, model year, 2015, pic: Colin Henrys/Factory Media
All of the Revenio range uses RE2P geometry, which is designed with comfort in mind
The three disc-equipped models join the three aluminium and four carbon models already included in the range.

The carbon bikes go from the Carbon 1, which wears SRAM’s 20-speed Apex group, through to the Carbon 4 which is equipped with the Shimano Ultegra Di2 groupset,

Meanwhile, the alloy frames run from the Revenio 1 – offered with Shimano’s Claris groupset, to the Revenio 3, equipped with the Shimano 105 groupset



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Thursday, July 24, 2014

2015 Raleigh Militis Range Updated and Looking Great!

The Militis stands as Raleigh’s flagship performance range, designed with input from UCI Continental outfit, Team Raleigh.

(article originally posted on RoadcyclingUK.com)
Raleigh, Militis Elite, model year 2015, pic: Colin Henrys/Factory Media
Raleigh’s Militis Elite is one of five bikes in the range, this one being the cheapest of the two alloy-framed versions
Riders including Evan Oliphant, Manxman Mark Christian and former British criterium champion Graham Briggs blasted to 110 podiums aboard the Militis Team in 2013, while British domestic number one is one of this year’s crop aboard the stunning machine.

A superlight carbon frame and fork are paired with the SRAM Red 22 groupset, the lightest performance groupset available, and Cole’s C40 Lite Carbon Clincher wheelset to make the Team a light, fast and durable machine, according to Raleigh.

It boasts a claimed weight of just 6.7kg, and is set up with a tapered head tube and performance race geometry and finished with Fizik’s Arione R1 saddle and carbon-braided rails and Schwalbe One tires.

The Militis range also includes two further carbon machines, the Race and the Pro
Militis Pro, Raleigh, model year, 2015, pic: Colin Henrys/Factory Media
Raleigh’s Militis Pro, which comes dressed with SRAM’s Rival 22 groupset and uses the same 880g frame as Team Raleigh’s bikes
The former is dressed in SRAM’s Force 22 groupset while the latter uses SRAM Rival 22, while both boast the same 880g carbon frame as the Militis Team.

Both models also use the same wheelset, Cole’s new Rollen Lite, which are shod with Schwalbe Durano 700c x 23mm tyres.

All three models also feature internally routed cables to offer cleaner, more aerodynamic lines.
The final two models in the Militis range, the Comp and the Elite, use the same geometry as the carbon frames but are instead made using the 1.2kg Kinesium alloy frame, which is paired in both instances with the carbon Raleigh C4 fork, with carbon blades and alloy steerer.
Raleigh, model year, 2015, pic: Colin Henrys/Factory Media
The Militis Kinesium alloy frame, used on the Elite and Comp, is paired with the Raleigh C4 fork with carbon blades and alloy steerer
The lightweight frame, first introduced last year, was developed after close work with Kinesis in Taiwan.

The Militis Comp is dressed in SRAM’s Rival 22 groupset, while the Elite uses the 20-speed SRAM Apex.



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Wednesday, July 16, 2014

Technical FAQ: Tire grip in wet conditions (VeloNews.com)

Traction in wet weather

Dear Lennard,

 I’m wondering if slick tires have any more or less traction than tires with treads in wet weather. I’m mostly curious about racing weight 700c clinchers, so the treaded ones won’t have much tread for starters. I suspect that the size of the contact patch is so small that the road surface will have more of an impact on traction than any tread texture you could apply to a tire and possibly the rubber compound may have the greatest efficacy.
Also, is there any proof that lowering tire pressure will increase wet weather traction (let’s say from the 100-115 psi range down to the 90s, as I think anything higher would be silly and lower would affect handling)? I realize that it might increase contact patch and pliability, allowing the tire to hug the road better, but I don’t imagine it does by much.
— Michael

Dear Michael,
Here are very thorough answers to your question from tire designers at Specialized, Challenge, Continental, and Vittoria.
― Lennard

Answer From Specialized:
I did some research on this topic. Still no data to back up the claims for road tires, but the picture gets clearer. Common perception is that tread has no influence in road bicycle tires. But this is not entirely true. The question has to be how much tread do you need?
Does tread have an influence on traction in road bicycle tires? Yes. Tread does have an influence on traction in road tires. Tread, if it is not so high that it lifts the tread ground off the road (<0.2mm), helps sink tread rubber into rough road surfaces and penetrate lubricants (water) or dirt. Peaks in the tread increase press into surface crevices and add contact points between the road and the tire, and thus increase friction. Just a roughened or scuffed tread surface passes as a tread already. It does not need to be designed shapes.
Note that bicycle tires do not get as warm as automotive tires. In automotive tires, temperature helps to soften the compound and sink in. In extreme cases, like in race car tires, the tires are driven so hot that the leading edge of the tire lays a rubber strip to which the rest of the contact patch sticks. This is why slick tires with high tread stability and gradual wear are preferable in dry racing conditions. In the rain, tread is necessary in car racing to create high load edges to penetrate the water film and to channel water away to prevent float.
However, this is different from cool running bicycle tires.
Does have a lower tire pressure an influence? Yes. With lower air pressure, the contact patch size increases. Also, with less air pressure, the casing and tread can filter more road vibrations. Less disturbances and strain on the links between the tread and road. The tire tracks better.
The compound for sure has the biggest influence on tire traction on the road. In road tires where the influence of tread is relatively smaller than in off-road tires, especially.
So what does the compound do? A rider wants the tread compound to adapt to the road as quickly as possible and link up for safe grip. At the same time, the rider wants it to let go of surface connections without drag and no internal friction that slows down the ride. We achieve this through carefully modeling the tread compound formulation. The compound needs to be as soft as can be for the tread to sink into the road and still give defined road feedback. We want rather high compound hysteresis to filter road vibration and thus enhance tracking stability and rider confidence, but not at the cost of high hysteresis losses and high rolling resistance.
The way is purpose-designed synthetic polymers and process oils, silica fillers and — very important — a force- and temperature-controlled process that blends and connects the materials evenly without destroying them.
The compound can only do its work when in direct connection to the friction partner — the road. That is where the tread comes back in to help increase the contact area and penetrate barriers.
— Wolf Vormwalde
Tire Product Manager
Specialized Bicycle
Answer From Challenge:
When trying to determine the optimal tire performance characteristics for wet weather riding, it is best to study the riders who spend the most time and ride the most aggressively in wet conditions — professional riders who are paid to suffer in these conditions. Pros do not like to crash any more than the rest of us, but two things they have that most of us don’t are the choice of the best tires — regardless of cost — and the most experienced mechanics in the world who are experts at fine-tuning the tires for the riders and conditions.
It is critical to fine-tune every component of the tire before riding aggressively in wet conditions to maximize the surface area gripping the road surface while squeezing water out from under the tires wherever possible. This is why all top level road teams and even experienced pro triathletes will ride tubular tires with soft, supple casing materials, natural rubber tread compounds, and supple latex inner tubes, sized to the rider weight and road condition and adjusted to a minimum pressure to keep the rims from bottoming out on the bumps. If you must ride a clincher, then a use a clincher made with the same materials as our tubulars (we call them Open Tubulars) that when matched with a latex inner tube are the next best option.
Pro Tour team mechanics will carry small charts listing tire size and pressure for each road type — “Grand Tour Perfect” (paved yesterday), “Normal,” “Poor,” “Tour of Flanders Bad,” and “Paris-Roubaix Worst” — and rider (due to weight), for front and rear wheels. Unfortunately, this information is rarely shared due to the strategic advantage it gains the team with the most technical savvy.
The most important issue is to have a soft tire — casing, tread rubber and inner tube — as described above, adjusted to the proper pressure to maximize tire patch size, grab every road imperfection and to deform and absorb bumps. The casing is the primary factor in this fast and grippy tire system. The casing must be able to deform as much as possible to adapt to the surface of the road, having always the maximum contact patch. If the casing is stiff due to material or pressure, then cornering traction will be compromised. This is true in wet and dry conditions.
A hard (due to materials or pressure), bouncing tire will lose contact, allow water to penetrate under the tread and lose traction quickly and without warning. This is why current tubeless technology that requires a stiff sidewall to keep from burping runs counter to optimal road performance.
In the wet, lowering the pressure will give the casing even more flexibility so the tire will be able to deform and adapt to terrain and weight transfers — to lean, brake, climb, and descend comfortably. The tire is the only suspension on the bike and suspension on a bike is critical! Frames must be stiff for the reasons we all know, but tires have to compromise stiffness with suppleness. The result should be a less nervous bike, smooth rolling to avoid any loss of contact. The tire will also give you constant info on what is going on and where the limit is. It will allow you to adapt, correct lines, and resolve most situations, while hard, stiff tires will go from grip to no grip with no notice and no time to react. Again, casing and pressure are fundamental.
In theory, every riding condition requires a specific tread compound, but this is not possible, at least in bike racing. Car and motorcycle racers have test days to choose the right tire, and if conditions change during a race they change the tires. In bike racing this does not work, so the compound has to be a compromise between good traction in wet, and durability, puncture protection, and strength. A soft compound increases grip in wet but lowers wear and puncture resistance. It must be able to keep its properties during all riding conditions. This is the difficult part.
Tread design on a road tire is like the cherry on the icing on the cake. A slick tread will function on any dry road surface, but once it gets wet, a herringbone tread pattern like on our Forte, Strada, or Paris-Roubaix tires will help channel water outward while slightly deforming and again, maximizing tread contact. Traditional patterns like the herringbone are the most effective and do help in most conditions. The small grooves of a herringbone help the compound to drain the water, and the small rubber wings that come up can flex and deform to optimize grip. A Forte pattern with the deep fine “S” on the side has proven to be a very good tire in wet dirty conditions when used by Bretagne-Séché and Team3M.
In summary, in wet weather a soft, supple tire and inner tube at a moderate pressure is most critical. Reducing the tire pressure does help further increase the contact patch and maintain traction if you have that soft, supple tire and tube. The right tread pattern is the final element to help ride safe at speed in wet conditions.
— Alex Brauns
President, Challenge Handmade Tires
Answer From Continental:
Wet grip vs. tread pattern and inflation pressure. The fundamental premise of pneumatics is that of an air spring, and the tire/tube must be at a pressure that allows it to deflect (approximately 15 percent) beneath the weight of bike and rider against ultimately uneven riding surfaces. Unlike treaded car tires that support much more weight with larger contact patches at higher speeds, high-pressure clinchers are not capable of actually hydroplaning unless traveling at speeds unattainable by human power. On the other hand, slipping or losing traction on wet surfaces can certainly be reduced by lowering inflation pressure, thus increasing the contact area and improving the compliance of the pneumatic system. Tread patterns are largely aesthetic, and although they provide texture that can aid traction both wet and dry, they do not provide channeling like car tires that are actually effective in reducing hydroplaning.
So what is the magic formula for improved wet grip? It’s not a magic formula at all, and a little bit of trial and error dependent on the rider, conditions, and equipment: reduced pressure depending upon bike/rider weight, tread compound, and tire width all help. Choose at least a 25mm with Continental Black Chili Compound and start by reducing pressure around 10 percent from normal riding pressure.
— Brett Hahn
Brand Manager
Continental Bicycle Tires North America
From Vittoria:
This is a very broad question that will have many points to consider and answer. While each brand may have its own philosophy on design, Vittoria believes that a treaded pattern, ultimately, will deliver the best overall performance in wet conditions under the varying road surface conditions that are offered up to riders. So, generally speaking, a treaded design will deliver a more consistent contact to road surfaces due to the points below:
— Tread patterns may decrease a contact patch by creating deformation of the tire due to road pressure under load from the rider and the rubber/casing bulges and deforms to fill the tread voids, but a well thought-out tread design increases its contact area when turning, accelerating, and braking (increased load due to force will flex the diamonds and grooves) and will also provide micro interlinking in between tread pattern edges and road surface grooves. This high flexible tread surface supplies the rider a better idea of contact loss before the point of even return. This provides more safety, but the maximum grip force is not increased
— Lowering the tire pressure can increase contact patch, which in turn creates better traction in wet conditions over recommended tire pressures, < 20-25 psi from the recommended average pressure.
— A higher thread count can also attribute to a tire’s contact patch and greater security in a variety of conditions, such as an all-cotton casing providing better absorption of vibration and lowering loss of contact with the road surface, including wet road conditions.
— Inner tube material, such as latex, will increase a tire’s flexibility and contact patch.
— Unlike a car tire, bicycle tires do not trap the water under the large “planes” created by automotive tires and can better maintain contact and cohesion with road surfaces.
— Compounds come into play and have the most influence on traction (wet and dry conditions); recently developed compounds such as Vittoria’s ISOgrip provide a much broader, stable compound in lower temperatures, this also a key component to a tire’s overall grip in all conditions.
— John McKone
Road Marketing
Vittoria Industries North America

Read more at http://velonews.competitor.com/2014/05/bikes-and-tech/technical-faq/technical-faq-tire-grip-wet-conditions_328827#iGlOjZSozXfzufD9.99
 

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Friday, July 11, 2014

Proper Hydration Is Key To Efficient Riding

Do you know how much water you sweat when you ride for an hour? If you said 1 to 2 quarts, you're right!


When you're riding, you have GOT to replace this fluid loss because water isn't the only thing you're losing, but also vital nutrients. Energy drinks (not Monster or Red Bull) are best because they contain the electrolytes and nutrients lost through sweating.

These drinks also provide carbohydrates which fuel the muscles. Make sure, though, that you listen to your taste buds. If the energy drink tastes awful, you are way less likely to drink it during your workout.

If you're carrying an energy drink in both bottles, dilute your second bottle with water. As your body heats up, it is likely that you will desire the drink to be a little less sweet and have a bit less flavor. Too rich of a mixture can upset your stomach when your riding hard, or even slow down and possibly prevent water absorption.


When preparing for a cycling event or a race, experiment while training to find the most compatible drink for your system. This way you will already know you drink something that works and that won't cramp you up during the important ride. Also test out bottles and hydration packs to see which works best. The hose of the hydration pack and it's large capacity make it a bit easier to use on those longer rides. Bumpy terrain is better with a hydration pack also, so it may be a better choice for off-road racing or riding.

Are you properly hydrated? To make sure, look at your urine. If it's pale yellow or clear, you're good to go. Dark and strong-smelling urine is a reminder to drink more water. If you have to use the restroom during the night before the event it is a good sign of proper hydration.

On those hot summer days, put your waterbottles in the freezer the night before the race. You can also use insulated bottles or hydration system. If you choose to freeze your bottles, fill only half way so you can top it off with drink before the ride. The ice in the bottom will chill the liquid for a while. Ice in a hydration pack can also help cool your torso.






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Wednesday, July 9, 2014

2015 Raleigh Bikes To Be Unvelied For 2014 Tour de France

Raleigh Press Release: 2015 Road Bikes



2015 Models

Raleigh’s 2015 model year caters for practically every major road cycling discipline, from elite performance to multi-day tours, with a focus on prestigious, modern British design right across the board.

“The 2015 range is our broadest and best quality range yet. The Militis has been an outstanding success story for us in 2014 so we’ve refined that platform for the year ahead,” said Geoff Giddings, Raleigh Marketing Director. “Likewise, cyclocross is an exciting market for us both here in the UK and the US and we’ve expanded our range to account for that. Our Revenio range brings in Endurance blend carbon fibre, RE2P geometry and Direct Connect manufacturing as well as disc brakes on road for the first time.

Touring and classic steel is still a big part of our thoughts too with a new range of Maverick bikes for the emerging gravel market. Without doubt this is most exciting range we’ve produced. It’s an amalgamation of our hobbies, our pastimes and our pleasures. And we’re incredibly proud of what we’ve achieved.”

2015 at a Glance
• Carbon technology: Speed Blend, Performance Blend or Endurance Blend carbon fibre meets Direct Connect manufacturing and Max Internal Compression.

• Alloy technology: From Kinesium hydroformed, taper-butted tubes or Atomic 13 butted 6061 aluminium alloy, our frames maximise vertical compliance, reduce shock and maintain lateral stiffness to dampen speed chatter from British roads and allow you to power up climbs or motor along the road.

• Performance: Carbon and alloy models within the Militis, Criterium, Aura (time trial) and Equipe (track) ranges. The Militis Team features SRAM’s Red22, the lightest production groupset on the market. Prices range from £5000 to £600.

• Endurance: It’s all about Revenio. RE2P geometry puts you in the perfect position to ride all day. Raleigh’s unique sizing system means you can find the right frame size and component length to suit your body shape. Prices range from £3000 to £600.

• Cyclocross: Shared technology with Raleigh USA allows us the best of both worlds. Bikes designed for dry, dusty courses and bikes capable of handling copious amounts of mud. The RX Team features SRAM’s revolutionary 1×11-groupset, hydraulic HRD disc brakes and integral brake cables. Prices range from £3500 to £800.

• Gravel: Built from Reynolds double-butted chromoly tubing, the Maverick range takes classic day touring geometry and tweaks the handling to be better suited for gravel, for mud or for the urban jungle. Prices range from £1150 to £750

PERFORMANCE BIKES

Militis: Criterium – Aura – Equipe
Using technology honed and developed by its professional cycling team, Raleigh’s Militis range is built for racing and built for speed. Off the front, in the sprints or dominating the climbs, the Militis range is our lightest, stiffest and fastest to date.


The Militis Team model took team Raleigh to 110 podium places last season whilst the Militis Race is used by a host of supported grassroots riders around the UK. New for 2015, the Criterium series brings carbon affordability to the market, providing an optimum balance of stiffness, compliance, weight and versatility.

If the race of truth is your thing you’ll be looking at the Aura time trial models. With a balance between comfort and speed our frames allow you to use all of your power for more of the race. Choose from the Aura Team with Speed Blend carbon fibre or the affordable Kinesium hydroformed aluminium Aura Comp.

The simplicity of single gear riding is catered for with the Equipe fixed gear track bike. With a butted alloy frame and carbon fork it makes for the perfect track bike, coming with additional chainrings and a sprocket so that you can tune your bike to the track and distance that you’re racing.

• Militis Team, Miliits Race, Militis Pro
• Criterium Race, Criterium Comp, Criterium Elite
• Militis Comp, Militis Elite
• Aura Team, Aura Comp
• Equipe

ENDURANCE BIKES (SPORTIVE ETC)

Revenio – Revenio Carbon – Revenio Disc
Raleigh’s Endurance bikes have been re-examined and re-designed to ensure that on every challenge ride, every sportive, every solo century or lunchtime blast you are at your best. Because when you’re not feeling fatigued or strained at mile 67, the finish line appears so much closer.



The RE2P geometry of the Raleigh Revenio range puts you in the perfect position to ride all day in comfort. The taller head tube and shorter top tube takes the stress off your arms, neck and lower back allowing you to ride further.

This comfort is not at the expense of handling. Our new forks and revised frame geometry result in a responsive precise ride allowing you to descend faster with more control. All the new Revenios have wider section rims and 25mm Schwalbe tyres allowing you to run them at lower pressures. This reduces rolling resistance, improves handling and reduces the risk of pinch flats.

Disc brakes on the Revenio alloy models allow for greater stopping power and more importantly greater control. For enjoyment and endurance think Revenio. What’s stopping you?
• Revenio Carbon 4, Revenio Carbon 3, Revenio Carbon 2, Revenio Carbon 1
• Revenio 5 Disc, Revenio 4 Disc, Revenio 2 Disc
• Revenio 3, Revenio 2, Revenio 1

CYCLOCROSS BIKES

RX Team – RX Race – RX Pro – RX Comp – RX Elite

Hugely popular with those in the know and one of the fastest growing scenes; explosive, exciting racing that gets you so dirty your mother won’t let you in the house. The RX Carbon series are out and out cyclocross race bikes and offer you a choice of a classic agile European cross bike or a hydraulic disc-equipped North American speed machine. Both are built using our Speed Blend carbon and Direct Connect construction method to give you the choice, after all it’s your race.



2015-Raleigh-RX-Comp---Cutout-black-low

Our RX (Pro) Alloy bikes are designed for the dirt first and won’t let you down in a race. They come equipped with rack and mudguard mounts for when you need them for the drag to work. The new frames are lighter and stiffer than last year and feature a tapered head tube to improve handling and control.

• RX Team, RX Race, RX Pro, RX Comp, RX Elite

MAVERICK (Commute etc)

Maverick Comp – Maverick Elite – Maverick Tour – Royal
You ride wherever the mood takes you. One day it’s a tarmac commute, the next a blast through the woods, another it’s a weekend camping in the hills. You need one bike to do it all. Meet the new Raleigh Maverick.

The original Raleigh Maverick was one of the firstever mountain bikes, opening up a new world of trails and routes to off-road explorers. The new Maverick opens up the route less travelled once again. On gravel, on mud or in the urban jungle, it’s a true all rounder with the personality to match.



2015-Raleigh-Maverick-Comp

Built from Reynolds double-butted chromoly tubing, the Maverick takes classic day touring geometry and tweaks the handling to be better suited for multi-terrain use. Don’t let your bike dictate where you can and can’t ride. Explore everywhere.

• Maverick Comp, Maverick Elite, Maverick Tour, Royal


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