Wednesday, August 27, 2014

2015 Raleigh RX 2.0 Review [VIDEO]

Ride-A-Bike Review of 2015 Raleigh RX 2.0 



Brantley shows off the features of the brand new 2015 Raleigh RX 2.0! Come check it out today at Ride-A-Bike Shop! 116 NE. Court Square Lincolnton, NC (704) 735-1746


Read more Here

Thursday, August 14, 2014

[VIDEO] 2015 Raleigh Road Bikes

Check Out this Video From Raleigh!


Check out our post on the Maverick Here:
http://blog.rideabike.com/2014/07/2015-raleigh-maverick.html

Check out the Revenio Range here:
http://blog.rideabike.com/2014/07/pics-raleigh-revenio-range.html

and the Militis Range here:
http://blog.rideabike.com/2014/07/2015-raleigh-militis-range-updated.html

Be on the lookout for our first 2015 Raleigh Bike Review COMING SOON

 
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Thursday, August 7, 2014

2015 Raleigh RX 2.0 NOW AT THE SHOP! Come Check it Out!

Read about the Entire 2015 Raleigh Cyclocross Line!
















(Article and Pictures from BikeRumor.com)

At the top of the range, the RXC Pro gets updated thanks to the direct feedback of pro racers like Ben Berden. Nearly every inch of the frame has been changed with one of the biggest changes being the move to a 142x12mm rear thru axle dropout. One of the biggest concerns of going to a wider rear end has always been heel clearance of the frame, yet somehow Raleigh worked some of their magic to make the 142mm frame 7mm narrower than the comparable 135mm QR frame. So it’s wider, but it’s narrower. Got it? The front also stiffens up with a new proprietary 15mm thru axle post mount fork with captured hose routing along the back.

Other tweaks include a new lower chain stay bridge for much better mud clearance which prevents mud from accumulating behind the front derailleur. Raleigh felt the frame was already plenty stiff, so the PF30 equipped frame is only 2% stiffer than the previous version which is probably due to the through axle. What Raleigh really wanted to improve on was the vertical compliance at the seat so they dropped the post diameter to 27.2mm and thinned out the top tube and seat stays which resulted in a claimed 37% more compliance.

Cable routing has been slightly improved to keep things running cleaner and easier to replace while the system uses swappable housing stops for mechanical or Di2 drivetrains. The RXC and RXC Pro share the same frame, and differ only in spec with the Pro using Di2/hydraulic and the RXC using full mechanical.

The company has offered single speed specific frames  for a number of years, but never a complete bike. As their first full bike, the new RXS looks dialed.


Raleigh’s Brian Fornes tells us that they were so excited about the TRP Hylex single speed hydraulic brakes that they wanted to offer a full build around them so they did. The RXS is a true single speed frame with no shift cable braze ons, derailleur hangers, or otherwise – just a Gates Center Track belt drive system tensioned with an pressfit eccentric bottom bracket and a split seat stay to load the belt. The wheels use Raleigh’s own 23mm Impulse rims which are of course wrapped in Clement MXP 33mm tires.  Unlike the RXC and RXC Pro, the RXS sticks with quick releases front and rear.

Raleigh 2015 RXC Pro RX5 single speed belt drive cross bike womens RXW RX2 RX1 (2)

The RX 1.0 and 2.0 get a new coat of paint with the sweet Gulf Racing inspired colors, and the 2.0 also gets the upgrade to the excellent TRP Spyre mechanical discs.

Raleigh 2015 RXC Pro RX5 single speed belt drive cross bike womens RXW RX2 RX1 (7)
Raleigh 2015 RXC Pro RX5 single speed belt drive cross bike womens RXW RX2 RX1 (9) Raleigh 2015 RXC Pro RX5 single speed belt drive cross bike womens RXW RX2 RX1 (8)

Better turn out and better prize money for women means cyclocross is attracting more females to the sport, and Raleigh is responding by offering a new higher level womens’ specific build with the new RXW Comp. Using the same frame as the RXW, the comp receives and improved monocoque full carbon fork and an upgraded spec. Thanks to the American Classic Racing wheels, SRAM Force 22 group, and high end TRP cantis, the Comp is 2 pounds less than the RXW at 19 pounds.

(article and pictures from bikerumor.com)


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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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