Thursday, August 14, 2014

2015 Cannondale Jekyll Carbon 2 REVIEW

Make no compromises, Cannondale’s Jekyll Carbon 2 soars up  the climbs and charges the descents. 

It’s all thanks to the extremely strong, light Ballistec HI-MOD carbon frame that boasts Fox's revolutionary DYAD rear shock that allows you to choose between 160mm or 95mm of travel to best suit the demands of the trail and your style of riding. Adjusting the travel also changes the geometry, and it's all done by a bar-mounted lever. The front suspension is just as revolutionary, a 1.5-inch head tube keeps the 160mm Cannondale Left SuperMax Carbon fork on your chosen line. Since this enduro sled lets you climb as well as you descend, the fast-shifting, 20-speed SRAM/Shimano drivetrain with stiff SRAM cranks and BB30 bottom bracket has the power to crush every hill, up and down. Other trail-dominating components include Shimano's unbeatable XT brakes, a descent-enhancing KS Lev dropper post, and tubeless-ready Mavic Crossroc wheels that help you to push the Jekyll to the max. 

2015 DYAD RT2 Rear Shock from Cannondale Bicycles on Vimeo.

From - "The most successful Enduro platform in the world evolves into an all-new race weapon with the 2015 Jekyll. Working with Enduro World Champion Jerome Clementz, we made his winning bike even winning-er with all-new geometry, SuperMax front suspension, a new Fox DYAD rear shock tune with increased travel, and of course, 27.5” wheels. You don’t have to be Jerome to appreciate its perfect-for -Enduro dual nature - you just have to want the most versatile all-mountain bike out there."


SuperMax is LIGHTER

Weighing in at a scant 1850 grams, the SuperMax 160 is lighter than any of its competitors but what truly sets it apart is its insane stiffness. With rigidity and strength that rivals downhill forks, no other Trail/All-Mountain fork steers as precisely, or descends as confidently as the SuperMax. The only thing bending here is your mind.

SuperMax is STRONGER

Gram for gram, SuperMax is the strongest fork in the world. They punch way above their weight class, going head to head in destructive testing with full-on freeride and DH forks. Cross-Country light meets DH tough.

SuperMax is STIFFER

SuperMax’s massively oversized inverted dual-crown design give it stiffness comparable to the burliest downhill forks, while weighing the same as some XC forks. Light weight efficiency with heavyweight control.

SuperMax is SMOOTHER

The heart of the SuperMax, Cannondale’s patented hybrid needle-bearing technology keeps the suspension moving freely, regardless of load. Even under the hardest braking, impact, and steering forces, the wheel is able to track the ground fluidly for maximum control.

New guts. Now even smoother.

SuperMax PBR Trail/Enduro Damper – The new 2015 damper features a new Wide Mouth Piston which increases oil flow, resulting in improved small bump sensitivity and high speed plushness. These improvements will be especially evident on mid to high speed small, sharp bumps and chatter/braking bump terrain. Low speed compression damping is maintained for optimal chassis stability and minimized pedal bob/brake dive.


The new sealed hybrid bearing system is so robust that it requires around half the regular maintenance of the competition. With its long service intervals and completely replaceable wear-parts, you'll spend less time and money servicing, and more time riding.

Wheel-Size-Specific Axle Offsets

Instead of relying on front suspension companies for off-the-shelf products, we’re able to tailor our forks specifically for each bike platform, creating the most optimized front end geometry and handling possible. SuperMax features wheel-size-specific axle offsets – 60mm on SuperMax 29 and 50mm on SuperMax 27.5, both 10mm longer than their competitors. This increased offset combined with OverMountain’s slack head angles offers the best combination of high speed stability and low speed agility and cornering. The effect is so significant that one magazine reviewer called the Trigger 29 with Supermax "nothing short of revolutionary".

Wide Flange Hub

The new SuperMax Lefty hub features wider flange spacing which allows increased spoke angle for a stronger, stiffer wheel.

(Enhanced Center Stiffness-Torsion Control)

Double Clamped 15mm Thru-axles
The ECS-TC system uses 15mm thru-axles for the key pivots. By placing axle bearings in-board and clamping the ends of the axle, the axle becomes a structural part of the link or swingarm. Tying the two sides of the link or swingarm together via the axle in this manner radically increases the system’s ability to resist twisting loads.

Collet Sleeve Bearing Preload
Rather than rely on spacers or washers to take up the space between the links and bearings like other systems, the ECS-TC system has an innovative collet-style preload system. Sitting between the clamp and the axle, the collet sleeves slide into place against the bearing, eliminating any play and allowing perfect centering of the link.

Double-Stacked Rear Dropout Pivot Bearings
At the rear dropout, where the wheel prevents the two pivots from being joined by an axle, we double-stack two bearings side by side in each pivot. This greatly increases the seat stays ability to instantly resist twisting loads, making for an incredibly solid feeling swingarm.


8850 Stockdale Hwy.
Bakersfield, CA 93311
(661) 883-6268

Thursday, August 7, 2014

2015 Giant Defy - Lightest Bike Giant Has Ever Made

Giant's 2015 Defy Has Disc Brakes, Through Axles and A Lot More

(article from

Giant has made a giant-sized statement. Last week at a press event in Scotland, the world’s largest bike maker rolled out a fully revamped version of its Defy endurance road bike, claiming it’s both the lightest road frame it’s ever produced (890 grams for size medium Advanced SL), and that it smoked comparable competition when lab tested for weight, stiffness and compliance (more details below).
Perhaps more significant is that Giant is going all in with disc brakes, outfitting all eight carbon fiber 2015 Defy models with the burgeoning road braking standard. Top of that line is the wallet-busting Defy Advanced SL 0, which comes stock with Shimano Dura-Ace Di2 shifting, Zipp 202 Disc carbon clinchers, and a $10,300 price tag. If you want traditional rim brakes (and/or to spend a whole lot less money) you’ll need to choose from one of five lower-tier alloy models.

The development project started with a basic goal: make a Defy with disc brakes, but add no weight and strike the coveted balance between stiffness and compliance. “This was a purely engineering driven project,” said Jon Swanson, Giant’s global road category manager. “There are no gimmicks and no fluff. The only thing that did not change between the new Defy and its predecessor was the geometry.”

Swanson’s knock on “gimmicks” was clearly aimed at the competition, many of which use various add-in bump-absorbing technologies in their endurance road frames; see Zertz (Specialized Roubaix) and IsoSpeed Decoupler (Trek Domane) for examples. “It’s not easy to make a frame without stuff in it,” added Swanson. “I had to fight to not just add something in so we can show a picture in a magazine.”

Instead, Swanson and his team claim to have increased compliance primarily through the use of the D-Fuse integrated seatpost in the two Advanced SL models, a design originally used in Giant’s top end TCX cyclocross bikes. The thin D-shaped post is claimed to add 12mm of ride-smoothing flex, but have no effect on power transfer. Once cut, there is 25mm of adjustment, which Giant feels is adequate to alleviate concerns about resale, a common complaint leveled at integrated post designs.

2015 Giant Defy Endurance Bike 2015 Giant Defy Endurance Bike
The new Defy uses two forms of its ride smoothing D-Fuse seatpost. Top end SL models utilize an integrated set-up, while mid-tier bikes have an integrated seat clamp.

The rest of the composite frame models use a more traditional seatpost binder that has an expander bolt easily be accessed at the top tube. Swanson says the ride characteristic of the two systems will vary some, and the non-integrated posts are less stiff and a little heavier.

All the new frames also utilize dramatically thinned compliance-enhancing seat stays, which attach lower on the seat tube. Ride feel is further enhanced by the stock 25c tires, and Swanson says 28s are no problem.

“The stays are basically as thin as we can possibly make them while keeping them hollow,” explained Swanson of the leaf spring design. “By keeping the stays hollow and eliminating the need for a brake bridge, we get vertical compliance without sacrificing stiffness. Lowering the junction point gives the frame balance. The upper half of the bike is compliant, the lower half maintains stiffness.”
Check out the video below to see the integrated seatpost in action.

Weight was also a huge design driver. Swanson says the top end frame is the lightest road frame Giant has ever produced. “The perception is that with road disc you have to pay a weight penalty,” said Swanson. “We approached it as how do we offset that weight. And we actually dropped 50 grams on our top end frames, which is pretty significant when you see our competition having to add 40-50 grams to get disc tabs on.”

That weight was shed in part by using hollowed carbon dropouts, eliminating the brake bridge, and generally minimizing the need for reinforcement frame material by reducing the number of holes in the carbon frame. The front brake hose is routed externally; all other cables/hoses go into one side of the frame because when you punch a hole in frame you have to add weight with reinforcing material. Instead Giant made a single slightly larger hole on the non-driveside.

“That’s where having our own factory is huge,” said Swanson. “From conception to in-house engineering to design to development to prototyping, all the way through manufacturing, it’s all completely in house and completely controlled by Giant. The only thing we get from the outside is raw carbon fiber. We sit in offices above factory floor and if there is a problem or question, we can simply walk down a flight of stairs and are right in front of it. That level of control is huge and we feel it’s a massive advantage over everyone else. Nobody else has that level of control.”
Giant also opted for traditional quick releases rather than thru-axles. Swanson said this was both a weight saving measure, and a nod to the wait-and-see approach the company is taking toward the increasing use of disc brakes on road bikes, but the lack of an established standard when it comes to axles.

“People will say that once in a while you can get your rim brakes to hit your wheel so wont the same thing happen with rotors,” explained Swanson. “But that’s a wheel issue, not the core axle assembly. When there is an industry standard that goes beyond a couple third party players, and there are the same tolerances with the same designs, then we’ll go with that. But at this point I was not comfortable building a product that would lock someone in to a limited number of wheels.”
2015 Giant Defy Endurance Bike 2015 Giant Defy Endurance Bike

In an attempt to validate all the highlights of the new Defy, Giant says it conducted a series of comparative tests, focusing on weight, stiffness and compliance. The test field included the new Defy Advanced SL frame, along with Cannondale’s Synapse Hi-MOD Disc, the Specialized S-Works Roubaix SL4 Disc, and Trek’s Domane 6 Disc. Not surprisingly, the information shared painted Giant in glowing light.

Weight comparison was based on size medium/56cm production frames with fork, headset, derailleur hangers and seatpost/ISP. Stiffness was tested by fixing the rear drop-out, then measuring how much force it took to move the frame. Pedaling stiffness looked at force put into the bottom bracket with front end fixed and the rear end placed in a dummy hub. Bikes were then leaned at an angle representative of sprinting to measure how much force it took to deflect the bottom bracket side to side.

Finally, Giant looked at compliance, using methods created by a third-party auto/motorcycle tester. This pair of tests measured the amount and effect of vibration transmitted to a rider’s hands, and the force coming through the saddle. Giant, as illustrated in these four screenshots displayed during the press launch, claims it topped the weight and stiffness comparisons, and was the second most compliant behind Cannondale’s Synapse Hi-MOD Disc.


8850 Stockdale Hwy.
Bakersfield, CA 93311
(661) 883-6268

Friday, July 25, 2014

2015 Cannondale F-Si Carbon Team 29 - Specs and Features

“While we pride ourselves in building the most cutting edge frames in cycling, our real advantage is in our System Integration approach to bike design,”

said Bob Burbank, Global General Manager, Cannondale. “The 2015 F-Si is for those XC Racers and hardtail purists who are seeking next level handling, speed and efficiency.” (article from

With a slack head tube angle for race bike of 69.5 degrees, the bike is able to handle rough, technical terrain at high speeds. In the tight, technical sections, the super short chainstays (429 millimeters) helps the rider navigate better at low speeds and puts more weight directly over the rear wheel, resulting in better traction. The wheelbase is 43.2 inches (109.7 cm) on the medium frame and the bottom bracket stands at 12.1 inches (30.8 cm) across all frame sizes. The F-Si 29 Carbon sports quick releases, external cable routing and has been designed to supported the recently debuted Shimano Di2 electronic system. The bike will come in four packages: F-Si 29 Carbon Black Inc., F-Si 29 Carbon Team, F-Si 29 Carbon 1 and F-Si 29 Carbon 2.

The Cannondale F-Si Carbon 29 Team
The Cannondale F-Si Carbon 29 Team

Rather than be limited to off-the-shelf standards, Cannondale has applied its System Integration approach to bike design, which develops component technologies and frames as a complete package.

The Cannondale F-Si is no different, as it has been designed with key innovative technologies such as: the new Lefty 2.0, the SAVE 2 seat and new System 29 Geometry. The bike’s Asymmetric
Integration drivetrain has been moved 6 millimeters outward via a new Hollowgram spider to alleviate any clearance issues due to the new chainstays and is matched by an all-new offset rear end. This means a stiffer, more durable rear wheel as well, as a more agile bike without compromises.
It’s all in the carbon. The team at Cannondale used their Speed Save technology to reduce the amount of shock and vibration, which they say helps cut down fatigue and improves overall handling of the bike. The carbon is layered using BallisTec Carbon, which was originally created by the military for ballistic armoring, and uses resins found in carbon baseball bats. The result, according to Cannondale, is one of the lightest, stiffest and toughest frames out there.

See the bike in action:

8850 Stockdale Hwy.
Bakersfield, CA 93311
(661) 883-6268

Thursday, July 17, 2014

2015 Giant Defy Endurance Bikes (Details and Configurations)

 Select From 11 Models at All Price Ranges

With the new Defy, especially the top-of-the-line Advanced SL, Jon Swanson (Global Category Manager for Giant) and his team of three engineers and three designers had a soild foundation from which to build. “We felt that the geometry was incredibly solid, the bike just needed some work in other places,” he said. One areas that the team addressed was that ever-important quality of a performance frame: stiffness.

Swanson wasn’t worried about pedalling stiffness, the feature that keeps the bottom bracket from budging when you add power. “Once you get past a certain point, it does not matter because people are only so strong. Once you get above the 65 N/mm, it doesn’t matter anymore. For example, the Giant [Defy Advanced SL] is at 70, and the [Specialized] S-Works [Roubaix SL4 Disc] is at 67. You’ll never be able to tell the difference. This bike could be at 95, that one could be at 150. Again, you’ll never tell.”

The new Defy Advanced SL and Avail Advanced SL flagships blur the lines even further between what many riders might expect from a 'race bike' and a so-called 'endurance bike'. The more sharply engineering-centric frame shapes are still less than 900g – a number many dedicated competition frames struggle to hit – and yet Giant also claims that they're more comfortable than their previous versions.

Key ride-oriented features include seat tubes, and top tubes that are supposedly more apt to flex over bumps than rounder sections; similarly D-shaped seatmasts and seatposts with slim diameters and lots of extension; lowered seat stays that are said to act more like leaf springs than conventional rear-end layouts; and slender fork blades that balance out the ride from front to back.

The feature of an endurance frame that seems to sit at odds to stiffness is compliance. You want some vertical compliance in frame to minimize the transmission of road vibrations to the rider. These high-frequency vibrations can wear you down on long rides. To manage these vibrations, the Defy borrows an innovation from the 2014 TCX, one of Giant’s cyclocross bikes. The D-Fuse seatpost, with its D-shape cross-section, debuted on the TCX. However, it was designed for the Defy. Swanson and his team wanted to see how the D-Fuse would perform in extreme riding conditions before they put it on the endurance machine.

On the Defy Advanced SL, the D-Fuse is used with an integrated seatpost (ISP). Its shape allows for noticeable flex fore and aft, but almost no movement side to side. The seatstays of the Defy have a low angle, so they meet the seat tube below the top tube. This junction helps to dissipate road vibrations, which take the path of least resistance up a frame. On a frame with seatstays that meet the seat tube and top tube higher up, the vibrations are channelled mostly up the seatpost. On the Defy, they are diverted more to the top and seat tubes. Finally, there’s the front fork. Its beefy fork crown works to provide front-end stiffness, while its thinner, curved legs add to compliance.

While all of the Defy and Avail models are brand new, geometry is wholly carried over – a good thing since they were already highly refined with stable manners and modestly raised front end that's just 15mm taller on average. Giant has taken the bold step, however, of exclusively using disc brakes nearly across the board for more consistently predictable all-weather stopping performance.

All carbon models will be disc-equipped for 2015; aluminum bikes will all be rim brake-only. Impressively, Giant looks to have done this without adding any weight – and in fact, says certain complete bikes even end up about 50g lighter than their comparable rim brake-equipped versions. We measured a top-end Defy Advanced SL 0 model at just 7.3kg (16.1lb)

"Our goal was to have a net zero increase," said road product manager Jon Swanson. 

 Giant has not paired those disc brakes with thru-axles, though. According to Swanson, this was done so as to provide disc-equipped Defy and Avail owners with more wheel choices. Swanson also isn't satisfied with current thru-axle standards as they pertain to road bikes, saying they're overbuilt for the application and insufficiently elegant for the genre.

Officially, eliminating the rim brake calipers also yields easy clearance for tires up to 28mm-wide – although we think many 30mm ones will fit, too.

· Defy Advanced SL 0 (US$10,300): Shimano Dura-Ace Di2 drivetrain; Shimano R785 hydraulic Dual Control levers and brakes; Zipp 202 Disc carbon clincher wheels

· Defy Advanced SL 1 (US$4,950): Shimano Ultegra drivetrain; Shimano RS685 mechanical Dual Control levers and R685 hydraulic disc brakes; Giant P-SLR0 Disc carbon clincher wheels

· Defy Advanced Pro 0 (US$4,900): Shimano Ultegra Di2 drivetrain; Shimano R785 hydraulic Dual Control levers and brakes; Giant P-SL0 Disc aluminum clincher wheels

· Defy Advanced Pro 1 (US$3,500): Shimano Ultegra drivetrain; Shimano RS685 mechanical Dual Control levers and R685 hydraulic disc brakes; Giant P-SL0 Disc aluminum clincher wheels

· Defy Advanced 1 (US$2,600): Shimano Ultegra group; TRP Spyre mechanical disc brakes; Giant P-R2 Disc aluminum clincher wheels

· Defy Advanced 2 (US$2,075): Shimano 105/RS500 drivetrain and levers; TRP Spyre mechanical disc brakes; Giant P-R3 Disc aluminum clincher wheels

· Defy Advanced 3 (US$1,750): Shimano Tiagra group; TRP Spyre mechanical disc brakes; Giant S-R2 Disc aluminum clincher wheels

· Defy 1 (US$1,375): Shimano 105 group; FSA Gossamer Pro cranks; Tektro TK-R540 rim brakes; Giant P-R2 aluminum clincher wheels

· Defy 2 (US$1,075): Shimano Tiagra group; Tektro TK-R312 rim brakes; Giant S-R2 aluminum clincher wheels

· Defy 3 (US$950): Shimano Sora group; Tektro TK-R312 rim brakes; Giant S-R4 aluminum clincher wheels

· Defy 5 (US$620): Shimano Claris group; FSA Tempo cranks; Tektro TK-R312 rim brakes; Giant S-R2 aluminum clincher wheels

8850 Stockdale Hwy.
Bakersfield, CA 93311
(661) 883-6268

Friday, July 11, 2014

[Cycling Tips] Develop Your Riding Technique With 15 Easy Tips

Follow One or All of These Tips To Enjoy Your Ride That Much More

1. To avoid muscle soreness and fatigue, don't hunch your shoulders. Tilt your head every few minutes to stave off tight neck muscles. Better yet: stop to admire the scenery

2. If you don't have a chance to slow for an obstacle such as railroad tracks or a pothole, quickly pull upward on the handlebar to lift your front wheel. You may still damage the rear wheel, or it might suffer a pinch flat, but you'll prevent an impact on the front that could cause a crash.

3. Relax your grip. On smooth, traffic-free pavement, practice draping your hands over the handlebar. This not only will help alleviate muscle tension, but also will reduce the amount of road vibration transmitted to your body.

4. Periodically change hand position. Grasp the drops for descents or high-speed riding and the brake lever hoods for relaxed cruising. On long climbs, hold the top of the bar to sit upright and open your chest for easier breathing. When standing, grasp the hoods lightly and gently rock the bike from side to side in sync with your pedal strokes. But always keep each thumb and a finger closed around the hood or bar to prevent yourself from losing control if you hit an unexpected bump.

5. As your effort becomes harder, increase the force of your breaths rather than the frequency.

6. Stay far enough in the traffic lane to avoid being struck if doors on parked cars suddenly open. You'll likely hear some honks from motorists who don't understand why you won't pull to the right to let them pass— a honk in your ear hurts less than a door in your face.

7. On descents, your bike is much more stable when you're pedaling than when you're coasting.

8. Always ride with your elbows bent and your arms and shoulders relaxed. This prevents fatigue caused by muscle tension. It also allows your arms to absorb shock instead of transmitting it to your body.

9. When riding one-handed for any reason, grip the bar on top, next to the stem. If your hand is farther out - such as on the brake-lever hood - the bike is more likely to veer dangerously should the front wheel hit a rock, bump, or pothole

10. Get more life from your tires by switching them from one wheel to another. The rear wears more than twice as fast as the front, so swapping every 500 miles or so significantly extends their longevity.

11. Break up long rides with a 15-second sprint every 30 minutes or so- adding variety to a monotonous pace is better training, relieves saddle pressure, and stretches and relaxes your body.

12. After you grab your water bottle, don't tilt your head to drink. Tilt the bottle and squeeze the water in. You'll have more control.

13. The key to smooth, reliable, non-damaging gear changes when you're pushing hard is to ease your pedal pressure at the instant you move the shift lever. You need to lighten the load on the chain for about one revolution so it won't balk, crunch, or possibly break. Then hit the power again.

Read Our Post About Pedaling Efficiency

14. For optimal handling with 20 pounds or more of cargo, put approximately 60 percent of the weight in the rear panniers or on a rack, 35 percent on the front rack or panniers, and 5 percent in a handlebar bag.

15. Two easy and most overlooked ways to improve your bike's performance: Inflate the tires before every ride, and keep the chain lubed.

Finish Line Bikes
8850 Stockdale Hwy.
Bakersfield, CA 93311
(661) 883-6268

Monday, July 7, 2014

Shimano's Brand New Electronic MTB Groupset

Shimano Releases XTR Di2 M9050,  Allowing You To Swap Your Derailleur Cables For Electric Wiring

As with the road versions of the system, XTR Di2 electronically relays signals from the shifters to motors in the front and rear derailleurs. This means that shifts are consistently quick and smooth, as they aren't affected by the slackening of stretched steel cables or by contaminants within cable housings.

Photo By Irmo Keizer

Drawing on more than half a decade of past experience with Di2, Shimano has no qualms calling the 9050 the most advanced Di2 system yet. Many of the possibilities with XTR would not have been possible without the advancements of the E-Tube wiring system (which means the system isn't wireless yet).

Shimano's XTR M9050 Di2 front and rear derailleurs are exactly the same in operation and configuration as the mechanical M9000 items, with the exception of their servo-motor modules. The Di2 system is designed to sync with all of Shimano's new 11-speed components, including single, double and triple chainring cranksets.

As expected, M9050 requires the same Sil-Tech HG 11 chain that the mechanical XTR group uses, as well as the new 11 x 40 M9000 cassette. Basically then, the XTR M9050 Kit constitutes an electronic front and rear derailleur, a pair of Firebolt shifters, a handlebar-mount system display, a battery module, an E-tube wiring kit and a battery charger/computer interface device.

Because the thumb levers on the new Firebolt shifters don't have to be aligned with a mechanical
mechanism, they're free to be rotated around the shifter body in order to best suit the rider. Their default position is also said to be more ergonomic than that of regular shift levers, plus they require less effort to push.

Additionally, using the Shimano Synchronized Shift function, the system can shift both the front and rear derailleurs at once via a single shifter. The system coordinates the two derailleurs with one another, so that they shift together to attain the desired gear rations without "cross-chaining."

Shimano has built in two different customizable shift maps which allow you to change when the front derailleur shifts if the terrain or personal preference warrants it, and the Display Unit can be set to put out an audible alarm that will sound just before an upcoming front shift. Riders can choose to run two shifters and change back between Synchronized Shift modes and manual or ditch one of the shifters completely.

This also offers the ability to run a left or right shifter only, which could be very handy for adaptive bikes where a right shifter (or left for that matter) may not be an option.

Speaking of shifters, XTR 9050 ushers in the new Di2 Firebolt which is a complete new take on the way mountain bike shifters are designed. Since they are simply buttons, Shimano was able to design a shifter that they say is perfectly designed with ideal ergonomics. The rotary design places two buttons directly at the tip of your thumbs. Each lever position can be adjusted independently and the buttons offer what Shimano calls "short stroke, perfect click."

Like other Di2 shifters, the Firebolt shifters are fully programmable including multi shift, shift speed and control of Fox ICD suspension. Changes can be made by connecting your bike to your computer through the battery charging USB cable and Shimano points out that you can program the shifters to perform whatever function you need them to.

Di2 M9050 Component Weights:

• Front derailleur (D-type): 115 grams
• Rear derailleur (GS): 289 grams
• System display: 30 grams
• Shift switch: 64 grams
• Battery Module: 51 grams

How Di2 Components stack up against Mechanical M9000 XTR:

• Front derailleur: M9050 is 5 grams lighter
• Rear Derailleur: M9050 is 68 grams heavier
• Shift lever: M9050 is 36 grams lighter (if you just use one, it is 136 grams lighter)
• Battery Module: 51 grams (extra item)
• System display: 30 grams (extra item)

8850 Stockdale Hwy.
Bakersfield, CA 93311
(661) 883-6268

Friday, June 27, 2014

2015 Cannondale Trigger 27.5 Carbon Black Inc. [Features and Specs]

The Most Versatile of Cannondale's Bikes Ever Made and the Only Bike You Need in Your Garage. 

Unlike other so-called “quiver killers” the all-new Trigger doesn’t need to compromise between too much travel and too little, too steep geometry, or too slack. Its new and improved Fox DYAD rear shock gives the rider the perfect travel and geometry for whatever terrain they’re attacking.

Attitude Adjust

Adjustable Geometry

One of the key functions of the DYAD rear shock is that it enables the rider to adapt the geometry of the bike on-the-fly for the best climbing or descending experience. We call this Attitude Adjust. In Elevate Mode, the geometry is steeper for a more efficient pedaling position and better front-end control on steep climbs. In Flow Mode, the geometry gets lower and slacker to attack aggressive descents. 



The Bigger, Badder Lefty

Everything that makes our tried-and-true Lefty great is what makes SuperMax the best performing fork in its category. It’s lighter, stiffer, stronger, smoother and less maintenance than the competition. You simply can’t beat that. 




BallisTec is Cannondale's high-strength, high-stiffness carbon construction. It starts with a base structure composed of ultra-strong fibers originally created by the military for ballistic armoring, and high-strength, high-impact resins similar to what is used in the construction of carbon baseball bats. Ride-feel tuning and stiffness comes from precision addition of high and ultra-high modulus fibers and the result is some of lightest, stiffest and toughest frames out there.


The World’s Only True 2-in-1 Shock

DYAD’s unique dual-shock technology lets you transform your bike on the fly from long travel to short travel and back again, depending on your mood and whatever the trail is throwing your way. Where other bikes are forced to use one middle-of-the-road travel and geometry for both climbing and descending, DYAD doesn’t compromise. With its dual modes, Elevate and Flow, it delivers the right shock response and the right geometry at the right moment.


Pivot System

The more laterally stiff a frame is, the better it responds to rider input. A stiffer bike pedals more efficiently and corners more precisely. On many bikes links, bearings and axles flex and rotate relative to each other, and these small factors all combine to negatively influence lateral stiffness. We solved this with our patented ECS-TC™ system.

Frame: Trigger 27.5, 140/85mm, BallisTec Hi-MOD Carbon, PF30, ISCG03, 1.5 Si headtube
Fork: SuperMax Carbon PBR 2.0 140 27.5, w/ Hybrid Needle Bearing Tech, 50mm offset
Rear Shock: Fox DYAD RT2 140/85mm adj. travel 2015 tune
Crank: Cannondale HollowGram SiSL2 BB30A XX1 30T w/MRP 1x guide
Bottom Bracket: Cannondale Alloy PressFit30
Shifters: SSRAM XX1 11 Speed
Cog Set: SRAM XX1 10-42 11-speed
Chain: SRAM XX1
Rear Derailleur: SRAM XX1
Rims: ENVE Carbon 650 AM tubeless ready
Hubs: Lefty SM front - DT-Swiss 350 rear hub rear 32 hole
Tires: Schwalbe Racing Ralph Evo SnakeSkin 27.5x2.25inch tubeless ready
Brakes: Magura MT8 w/ Storm SL rotors 180/160mm
Handlebar: ENVE Comp Flat carbon 740mm
Stem: Cannondale C1 1.5inch 31.8 5 deg.
Headset: Cannondale HeadShok Si
Spokes: DT Swiss AeroLite
Grips: Cannondale Foam Locking Grips
Saddle: WTB Silverado Carbon
Seat Post: RockShox Reverb Stealth dropper 31.6

8850 Stockdale Hwy.
Bakersfield, CA 93311
(661) 883-6268

Wednesday, June 25, 2014

Brand New 2015 Aero Bike From Colnago - the V1-R

Following the release of the new C60 just a few months ago, Colnago have just launched the V1-R, their lightest ever frame with a claimed weight of 835g!

-Article and Photos from

The V1-r represents their first foray into the aero road bike market. The new bike also resurrects Colnago's partnership with Ferrari to select the carbon fibre, with the motoring company's crest displayed on the frame.

The V1-r is Colnago's first aero road bike. All the main tubes and fork blades have been shaped using NACA airfoils (airfoil shapes for aeroplane wings developed by the National Advisory Committee for Aeronautics), with a truncated shape, much like the Kamm Tail profile that is used by quite a few bicycle manufacturers. This tube shape is said to offer a decent aerodynamic performance while providing a good balance of weight and stiffness.

They’ve also followed in the footsteps of quite a few aero road bikes on the market in locating the rear brake caliper underneath the chainstays, leaving the area around the upper chainstays very clean. In another first for Colnago, they've adopted Shimano’s direct-mount brake calipers.

Colnago says these offer “better integration, both structural and aerodynamic, with the frame and fork” and saves weight and provides superior brake performance. They’ll use their own version of Shimano’s direct-mount caliper on SRAM and Campagnolo bikes, because neither of those companies produce one.

As we know, Colnago are fans of disc brakes on road bikes, and like the C60, which is offered in disc and a regular caliper version, the V1-r will also be offered in a disc flavour too. There are no pictures of that bike yet, but they do offer details, such as the use of the hexlock15 bolt-thru axle, developed by suspension manufacturer Manitou, on the disc-specific fork.

Unlike other bolt-thru axle standards, hexlock15 is really easy to use, simply requiring turning the quick release lever 90 degrees to release it. The frame will use a regular quick release rear axle, with the same carbon fibre dropouts as the rim brake version. The hydraulic hose will be internally routed. They use threaded inserts said to make installation and centering of the disc easy.

Colnago have designed a new fork to accommodate the new direct-mount brake calipers, which uses a pair of mounting holes (regular calipers use a single centre mounting hole). Like the frame, the fork blades have a truncated aero profile shape. There is space for a 28mm tyre, which is interesting because even on the C60 a 25mm tyre is a mighty close fit. The new fork uses a 1 1/4in-1 1/8in tapered steerer tube with machined aluminium bearing seats and aluminium dropouts.

The new frame uses carbon-fibre dropouts. When they released the C60, which uses alloy dropouts, Colnago claimed alloy dropouts were lighter, stronger and stiffer than carbon. We can only presume they’ve found a way of making a carbon dropout that is better in each of those departments than an alloy one.

Unlike the C60 which uses a 31.6mm diameter seatpost, the V1-r uses a new dedicated 27.2mm seatpost. It has the same truncated airfoil shape as the frame and uses a forged aluminium head as found on previous Colnago models. This is a move that puts Colnago on the same page as many manufacturers that have also moved to 27.2mm seatposts to achieve a bit more comfort.

At the bottom bracket the V1-r employs the same ThreadFit82.5 shell first revealed on the C60. It’s a wide bottom bracket shell with screw-in alloy cups to house the bottom bracket bearings and accepts any BB86 compatible crank from Shimano, SRAM, Campagnolo and FSA. The extra width of the BB shell allows Colnago to increase the diameter of the down tube, seat tube and, of course, the chainstays, increasing frame stiffness.

Other details include cables that are routed internally and the bike is fully compatible with mechanical and electronic groupsets, with interchangeable plugs at the top of the down tube where the entry ports are located.

Compared to the C60, the V1-r looks to be aimed more at racers who want a faster, lighter and stiffer bike. We can expect to see Europcar racing this bike in the upcoming Tour de France, and it’ll be interesting to see the split between the V1-r and the C60. Colnago haven't published any claims for its aero performance in a wind tunnel. We've contacted Colnago to get some more details on that.

The V1-r be offered in eight sizes with a 52 sloping providing a 55cm horizontal top tube and a 567mm stack and 382mm reach. The head tube reinforces the frames race intentions at a short 166mm height, while the slightly longer 1,008mm wheelbase than same race bikes provide a bit more stability.

8850 Stockdale Hwy.
Bakersfield, CA 93311
(661) 883-6268

Friday, June 20, 2014

Disc Brakes 101 - Bike Maintenance Tips from Finish Line Bikes

Trickling down from the motocross world, disc brakes have now become popular on off-road bicycles. Discs provide powerful and reliable braking in all types of weather and terrain so they're ideal for trail riding. Plus, unlike rim brakes, discs aren't compromised should you hit a hole or land hard and bend your wheel.

There are significant differences between discs and rim brakes, however. So here we provide an overview of how discs work, the different types, and basic maintenance instructions.

disc brake rotor
Disc brakes generate amazing stopping power even in the worst conditions because they utilize rotors (photo) attached to the wheel hubs, and calipers attached to the frame containing specially designed pads (also called "brake shoes").

Unlike the soft rubber pads used on rim brakes, discs use hard metallic- or ceramic-based pads that are less affected by water, mud and heat to achieve more consistent braking power. Additionally, some disc brakes use hydraulics (instead of cables); for even greater stopping power.


Mechanical Disc Brakes
Mechanical discs use the same cables and housing found on traditional cantilevers and V-brakes. Cables offer certain advantages over hydraulic systems, including simpler installation and adjustment, lighter weight, and less complicated maintenance (cables can be found at any bike shop and are less expensive than hydraulic lines).

The main drawback to mechanical brakes is cable stretch, which causes a spongy feel, reduces braking power, and forces more frequent adjustment. Cables and housing are also susceptible to rust, dirt, and debris buildup that can bind the braking system.

These problems are completely avoidable though. And the basic maintenance tips that we offer here will keep your mechanical discs strong and reliable.

Hydraulic Disc Brakes
Hydraulic Disc BrakeHydraulic discs feature a closed system of hoses and reservoirs containing special hydraulic fluid to operate the brakes. When the lever is activated, a plunger pushes the fluid through the hoses and into the caliper where the pads are pushed onto the rotor, stopping the bike.

The advantage of hydraulic systems is being sealed (or "closed") so that water, dirt or debris can't compromise the brakes, making them very maintenance free once they've been properly installed. Also, hydraulic brakes have a silky smooth feel at the lever and incredible gripping power at the business end.

For drawbacks, hydraulic brakes must withstand extremely high pressure, so expert set-up and frequent inspections are essential. The smallest air bubble or leak in hydraulic discs can cause a loss of power or complete failure. And, the process of removing air from the braking system, called "bleeding," varies between individual systems and can be a delicate process. So it's best to bring your bike in and have us help.

The Two Types of Calipers

Maintenance and Troubleshooting

NOTE: While disc brakes work wonderfully even in extreme conditions, it's still important to keep them in tip-top shape. Following are basic suggestions. Different types of discs may require specific maintenance not covered here. One basic tip isbe careful not to squeeze your brake lever when removing your wheels. The pads will contract and you won't be able to get the wheel back in.

Also, when replacing any parts or fluids, it's crucial to make sure everything is compatible. And, because brakes are so important for safety, we do not recommend working on them unless you’re confident in your ability to do the job right.

If you have any questions about disc brake adjustment please call or bring your bike in and we'll be happy to help.

Inspecting And Cleaning The RotorsDirty, warped, cracked or otherwise damaged rotors are a common cause of brake failure. Rotors are rarely perfect, but if you find excessive wobbling (more than 1mm), cracks or gouges in your rotors, replace them immediately.

A significant loss of braking power can also be caused by dirty or oily rotors or pads. Clean rotors and pads using only isopropyl alcohol. Other cleaners/degreasers can contaminate and damage the rotors or pads. If cleaning does not restore your braking power, replace the pads immediately.

Squealing or noisy brakes is another common problem. It can be caused by loose bolts so start by checking all the bolts on the rotors and those attaching the calipers to the bike. Dirty pads may cause noise, too, so keep them clean. Still squealing? Check the alignment of the calipers over the rotors (see "centering the calipers" below).

To check the rotors for dents or warping, spin the wheel and watch the rotors as they rotate past the pads. As long as the rotor does not rub, a slight lateral movement is acceptable. If the rotor rubs the pad in a spot, tap it lightly with a rubber or plastic hammer, or place a clean rag over the rotor and bend it slightly with an adjustable wrench. It doesn't take much, so don't overdo it! And remember: Never touch the braking surface of the rotor or pads with your bare hands because the oils on your fingers can decrease braking power.
Adjusting Lever ReachMany new brake systems include adjustable-reach levers that allow customizing the distance from the handlebar grip to the brake lever. This usually involves turning a screw or bolt that connects the brake lever to the body.

If the reach distance to each lever is uneven or one lever pulls farther than the other, try to equal out the travel by dialing the lever limit screws in or out (call or check your owner's manual for specific instructions). If the lever still feels spongy or pulls all the way to the bar, there may be air in the hydraulics. Time to bring it in and have us bleed the system. Finally, inspect all of the hydraulic hoses and fittings for leaks. If you find a leak, bring your bike in to us immediately.

Checking Brake Pad Wear
Removal: With the wheels removed, use your fingers or needle-nose pliers to grab the removal tabs extending below the inner brake pad (photo). Depending on the brake system that you're using, pull one or both pads straight out and toward the center of the caliper body until they're completely removed. The pads may also have retaining springs or magnets holding them in place that may come out.

Inspection: If the remaining padding is thinner than the thickness of a nickel, you'll need new pads after a few more rides. If the pads are thinner than a dime, change them immediately. Insert the new pads into the caliper body the same way they were removed, making sure that the pads sit fully inside the caliper body. Warning: Do not touch or spill any fluids on the pads as skin oils or other fluids can cause a loss of braking power.

Centering The Calipers (Preventing Brake Drag)
The rotors need to be centered in the calipers to maximize braking power, eliminate drag and minimize noise.

Some brakes use shims or thin washers on the caliper mounting bolts. For these brakes, add or remove shims to center the caliper over the rotor.

Another popular mounting system uses a two-part bracket. To adjust the caliper position on these brakes, loosen the two centering bolts that attach the caliper to the mounting bracket, apply the brake lever and tighten the bolts. Hint: Try slipping business cards between the rotor and pads before applying the brakes to help center the calipers.

While applying the brake, it may also help to gently shake the caliper body so it comes to rest in a centered position, then tighten the mounting bolts. Finally, spin the wheel and check if the rotor is centered. Repeat the adjustments if necessary.
Pre-Ride Check List
  • Inspect the brake rotors for dirt, debris, or fluids. Clean with alcohol if necessary.
  • Spin both wheels and make sure the brake rotors are straight and not rubbing on the pads.
  • Squeeze both brake levers to check for proper lever travel and solid pad contact with rotors.
  • Inspect all hydraulic hoses and fittings for leaks once a week and before each ride.
Now Go Ride!


8850 Stockdale Hwy.
Bakersfield, CA 93311
(661) 883-6268

Tuesday, June 17, 2014

Giant Showcase: TCR Advanced SL

Giant Packs the TCR Advanced SL With Features and The Latest Technology 

It’s no secret that the TCR Advanced SL wins a lot of pro races. But the reason for its dominance is something our competitors do keep secret: Giant is the only major manufacturer that controls every stage of design and production, from raw carbon thread to this finished racing machine. The others don’t—and the results speak for themselves. Tests show that TCR Advanced SL is the lightest, stiffest, best-riding road bike in its class. 

The all-new TCR Advanced SL shatters the mold of every composite bike that came before it. It uses Advanced SL-grade composite and innovative manufacturing techniques that make it the lightest, stiffest, and most efficient road frame ever produced by Giant. Steering precision is boosted by the new oversize OverDrive 2 headtube/fork combination. The MegaDrive downtube and PowerCore bottom bracket improve power transfer and efficiency. And the integrated seatpost, a hallmark Giant innovation, reduces frame weight and adds compliance. Ridden to countless victories by Giant pro riders, the TCR Advanced SL is a pure racing machine.

1. Giant's innovative oversized fork steerer-tube design increases front-end stiffness and enhances steering performance. The tapered steerer and oversized bearings( 1 /14" top - 1 1/2" bottom) boost torsional steering stiffness so you can sprint and corner with supreme precision.

2. As the pioneer of the integrated seatpost, Giant continues to improve its design with lighter weight (approximately 45 grams of weight savings, compared to a standard composite seatpost), improved aerodynamics and an even greater "tuned" forgiving ride feel. An adjustable saddle clamp offers 10 or 23 mm of offset for precise saddle position

3. Advanced SL toptubes are "grafted" to the seattube using filament winding and co-molding. This complex process involves hand weaving the two tubes together, then re-molding the area under heat and high pressure to unify the junction — resulting in a lighter, stronger junction than with traditional molding.

4. Carbon Nanotube Technology refers to a microscopic polymer added to Giant's custom-blended resin. Acting like miniature buttresses, CNT particles strengthen the layers of composite. Frames treated with CNT are 14% more impact resistant than those that aren't.

5. Continuous Fiber Technology is a new manufacturing process that allows Giant to construct the front triangle of Advanced SL bicycles with larger — and therefore fewer — sections of composite material. With fewer pieces and junctions, the frames are up to 100 grams lighter and significantly stronger.

6. Giant's all-new chainstay integrated wireless data transmitter is called RideSense. The fully integrated, removable transmitter sends wheelspeed and cadence information directly to any ANT+ compatible computer.

7. Giant's all-new composite bottom-bracket shell saves 15 grams over its alloy-reinforced predecessor, while all-new composite dropouts save an additional 15 grams. High-compression, multidirectional composite ensures long life.

8. Free of alloy tips, Giant's all-new composite fork and frame dropouts save 15 grams over their predecessors. High compression, multi-directional composite ensures long life — even after repeated clamping

Come check out our great selection of Giant, Cannondale, and Colnago bikes today!

8850 Stockdale Hwy.
Bakersfield, CA 93311
(661) 883-6268