Being a direct-to-consumer brand, we get the opportunity to spec bikes for lots of riders, and to chat and learn about them and their riding.
With over a decade of conversations in hand, we’ve built a good sense of what matters most when building someone a new bike.
]]>Being a direct-to-consumer brand, we get the opportunity to spec bikes for lots of riders, and to chat and learn about them and their riding.
With over a decade of conversations in hand, we’ve built a good sense of what matters most when building someone a new bike.
Of course everyone is unique, so different things matter more to different people, but with the benefit of a larger sample size, I wanted to compile my personal thoughts on what matters most when spec’ing your new bike.
I’ll also add what I think is an important note here. Franco was born out of the crit racing scene, so we know racing. But we also build lots of bikes for lots of folks that don’t race. So my thoughts on what matters most are driven by what I think matters to most people. And “most” people don’t race :)
Let’s get into it.
Alright, so you’ve been thinking about a new gravel bike. You’ve probably talked about them with friends. Maybe done some online research. But maybe you come from road or mountain riding, so a lot of this gravel bike stuff seems different. There are differences and similarities of course. But while a gravel bike is a road bike that can go on the dirt, my “what matters most” list does vary from road to gravel. So it’s a good thing to look into.
Numero 3 - Flared Out Bars (and carbon is even better).
Number 3 on the list are flared out bars. A little back-story first.
I started riding gravel bars the second time I got into gravel. My first shot at it didn’t go as well. It seems my decent descending skills didn’t translate over to the dirt. I took some spills and rode the brakes quite a bit.
Then I built up a Grimes Carbon with some flare and my confidence pointing the bike downhill went up dramatically.
A flared out bar flares the drops outs, 12 or 24 degrees normally. This gives you a wider platform to place your hands. Think wide flat bars on mountain bikes.
Now some of you may say, well I don’t ride in my drops much. Well, I tend to descend on the hoods on the road. I know drops are faster, but it’s just a thing I do (hey Ivan Dominguez sprints in the hoods, so there ya go). But in the dirt, that shit isn’t going to fly. You’re going to want to be in the drops, trust me. Aside from the wider stance for stability, you’ll really appreciate the increased leverage on the brake levers. Your wrists will thank me.
Aside from the flared out drops, gravel bars normally have a shorter reach. Typically about 10mm shorter than a standard road bar. That’s because being a little less over the bike is preferred on those steep dirt descents.
Lastly, the flared out bars give your hands more positions/angles to rest your hands in. It adds up over the course of a long ride.
My take on flared out bars - they will replace standard road bars in the next 3-5 years. Once you’ve ridden a set, there’s really no way to go back to a road bar. Unless you’re racing in a peloton or an urban messenger, flare is going to be king. I’ll check back here in 3-5 years :)
Numero 2 - Wheelset
Number 2 (and almost number 1), are wheels and tires.
When you go on a road ride, you know what tires to show up with. It used to be 23c, then 25c, now it’s 28c or even 32c. In the prediction department again, I think 32c will take over in the next few years, but moving on.
I’ll tackle this in two parts, wheels and then tires.
For wheels, the name of the game for me is wheel width and the ability to run tubeless. On our stock eTap bikes (and as an upgrade on Force 1 bikes) we spec what I consider to be the best aluminum wheelset on the market - the HED Emporia. It has a 30mm external rim width and a 25mm internal, spec’d for a minimum tire size of 32c, and of course tubeless.
Ride a set of wide wheels down a hill for a while and try to go back to a set of narrow wheels for that same descent. I did that back in the day and I've been a wide wheel believer ever since. The stability you will feel descending is well worth it, and the added comfort when paired to a bigger tire is the icing on the cake.
Add tubeless to the mix and you now have a setup where you can run lower PSIs. No pinch flats, more comfort, built-in suspension and more grip.
Which tire size and model you run is dependent on the types of terrains you’re riding. We spec 38c gravelking sk as the stock tires, as it covers a lot of ground, but you can always run smaller or bigger tires, depending on your riding.
The fact that you can relatively easily change out tires, is why I put wheels/tires as #2 on the list and not number #1. #1 on the list is much harder to change out, so it’s even more important to get it right.
Numero 1 - Gearing
And the thing that matters the most on your new gravel bike… gearing. Not drivetrain brand or level, but just gearing.
If you have the wrong gearing, especially too hard of a gear, you're either going to hate riding or have to get really strong to stop hating riding… which is hard to do when you are hating riding.
The right gearing has always mattered on the road. Over the years we saw compact and mid-compact, with long cage derailleurs take the throne as the most popular gearing setups out there (for the 95%+ of riders). We’re talking 52/36 x 11-28T or 50/34 x 11-32T.
But that gearing is designed for paved roads. Paved roads that typically have rules about how steep a grade can get. Mother nature doesn’t give a damn about grades, and traction for that matter. So with that in mind, your gearing has to be able to get over much steeper, looser terrains.
1:1 gearing is a must. We spec our Force 1 bike with a 42T (or 40T if you’d like) front, and a 42T in the rear. In my opinion, that’s the minimum gearing for the out there.
Ideally (and what I ride), is the expanded gear range afforded by the SRAM AXS mullet setup. A 10-52t in the back and somewhere between a 38, 40, 42, 44, or 46 in the front (depending on your terrain or watts).
For the road folks out there, I look at a 38/40 front ring paired to a 10-52t cassette as the gravel equivalent of road compact gearing. A 42/44 as mid-compact. And a 46t front as standard gearing.
I wish Force mechanical had a larger gearing range option, but without going aftermarket modification route, there is no big 10-52 cassette option yet. So this is one of those unique cases where I think the electronic version (SRAM Force AXS) really adds a ton of benefit, outside of just electronic shifting. It gives you more range, which is a big deal out there.
Lastly, there’s a 1x vs 2x debate that goes on out there. I have my opinions on this, but I’ll leave this to a different post. Though I will say I can’t see myself ever going back to 2x :)
In Closing.
These are the things I think matter. As I mentioned before, everyone is different, and everyone rides different terrains and for different reasons, so there is no one size fits all approach. But I hope this gives everyone a good starting point as to what to think about as you spec your new gravel bike.
If you have any thoughts / opinions on this, would love to hear your thoughts! And as always, if you want to chat about a new gravel bike, always happy to talk bikes! Just message us at hello@francobicycles.com or fill out the form here.
Stay Out There,
Hector
I dig the minimal RAW and CANVAS colorways the Grimes are available with. I like that you can see the raw carbon. And in the case of the CANVAS version, I like that they're all slightly different. And it seems a lot of you like them too. They have done well! But I get bored easily...
I've been wanting to do a much more "color-packed" version for a while now. So earlier this year we started working on a new Grimes paint job. Where we ended up with is something I'm excited to release as a new Grimes paint job. We're calling it... actually we don't have a name for it, but if you have any ideas, message us with what you think we should call it.
The New Design
When working on the new design, I was inspired by our California coastline here. The colors of waves crashing, the sunlight gleaming on the water, the blue skies - all of it blended together in my head.
I grew up in Chicago, far away from the ocean, so perhaps I'm still mesmerized by the "newness" of it. It still blows my mind every time I go to the beach and see the waves. When I tap into that feeling, the colors and fades on this paint job is what I visualize.
Aside from colors and fades, this new paint job also ended up getting a facelift in the design architecture (work in progress mockups above). Like always, it's a combination of functionality and aesthetics for me.
Paint jobs getting dinged up by rocks is a part of life for a gravel bike. The new design took that into account by blacking out any areas that are more prone to being dinged up - the inner stays, inner fork, down tube, back of the seat tube and even the head tube and top of seat tube (where the headset and seat post interact with the frame). While rock dings will still happen, at least they'll be less visible with this new functional layout.
There's a couple of new graphics throughout the frame. The hand-drawn Out There mark that was featured on our 14 kits is now on the Grimes. And an OTM callout is now hanging out on the top tube - Out There Machine.
Lastly, in a first for Franco, the down tube has a split personality. On the non-drive side you'll find the Franco logo. On the drive side, I wanted to pay homage to the original Grimes from 2015, and bring back the down tube Grimes logo. Some old school and new school in there.
I hope you dig the new paint job. This new paint edition is available now on any new Grimes. It's a $500 upgrade and adds a few weeks to the lead time.
This is also the first of a few paint jobs we have in the queue that we'll be releasing over the coming months. If you want a sneak peek at what's coming, just shoot us a message. We might be able to send over some sneak peeks!
In 2020 we all spent a large portion of our mental bandwidth navigating a series of situations that were largely beyond our control and trying to keep our respective ships afloat in the choppy waters. When those conditions settle down a little you have a new appreciation for the ability to look ahead and plan. That’s what we spent the early part of ‘21 doing here and it’s led us to a number of forward-looking decisions:
1. The path to the right products is just as interesting as the products themselves and often help give context. We want to show this process. H&M has one of the most comprehensive statements highlighting their path to product development in the context of the ethical goals of the company.
In a recent blog post Hector gave us an insight into his design process -- solving problems to create products we need.
2. The ways in which people protect and grow their wealth is changing. We watched with keen interest as friends, customers and peers have begun to think about money and banking differently than previous generations. We want to include some of this thinking in our path forward as a company as well. That’s why we’ve begun accepting certain forms of cryptocurrencies as payments. We figured that if the NBA is getting into the blockchain business, that’s probably as good a signal as any that crypto is here to stay.
3. Let’s talk about electric bikes as a key part of transportation moving forward. Let’s face it, as bike aesthetes we’ve fundamentally got some issues with e-bikes. Does it diminish the work of those who put in the time to be fast? Does it even respect the aero imperatives at all? But we’re looking forward. Riding an e-bike doesn’t really compete in the same category as pedal bikes, we see it competing and making a lot of sense in the area of cars. And we’re all about making that area a little more humanizing and efficacious for the users. We spent a lot of time riding e-bikes last year and it changed our mindset and mental frame on what these things are for and how they can positively impact a parts of our lives which weren’t all together pleasant .. namely commuting and running errands.
We’ll keep the car for long hauls, but we’re about to leaving short car trips with e-bikes.
If you need another reason to think e-bikes, explore the studies showing the physical, mental and cognitive benefits, especially for older people -- why not feel young again!
2020 was a year of significant change and with obstacles and challenges, comes opportunity. 2021 is our year of shifting the narrative and decision making process.
Hey all,
Excited to announce we've added a new payment method to our website. Aside from Apple Pay, Shop Pay and PayPal, you can now purchase your Grimes, Gazelle eBike or any other Goods on our site with Bitcoin!
Around here, we relate to Bitcoin (and blockchain tech) for a lot of reasons - rethinking problems as new technology becomes available, the transparency, the messiness of it all happening in real time for everyone to see. It's exciting. We almost offered it up as a payment method back in 2017-18 but alas, we got caught up in the day to day business of making and delivering bikes.
As of this post, Bitcoin is sitting at about $47k a coin. So for about 12% of a Bitcoin, you can get yourself a new Grimes with Force eTap. Had you purchased it on Sunday, it would have only cost you 10% of a Bitcoin :)
Checkout with Coinbase
We (and cryptocurrency as a whole) still have some work to do to make the checkout experience as easy as USD, but for now, you'll see the Bitcoin checkcout option via CoinBase when you checkout. If you have any trouble with it, just let us know.
First BTC purchase gets a Bourbon Bottle and more importantly, the knowledge that you were our first BTC purchase and helped us do our part to push this new technology forward!
Best,
Hector
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That experience on each side of the table has given me an appreciation for both sides and I'd like to think, a more well-rounded, thorough approach to design. I've learned to be as comfortable defining business needs and designing within and around business parameters as I am with front-end design and form language development.
I was recently asked to give my nephew, a high school student looking to figure out what he wants to pursue in college, an idea of what industrial design is all about, as it's something he's interested in.
So with that as a catalyst, I thought I'd document how a new product comes to market as I'm working on it. My hope being that:
Defining the Problems to Solve
The first step sounds simple, but it's deceivingly difficult. I've done my fair share of missteps on this one, more times than I care to admit. Because it's not just about identifying a problem. It's also about understanding the value that will be provided by solving that problem. And the cost of the time it will take to deliver on that solution. Essentially, is the problem worth solving?....we can go down a rabbit hole here, and it gets meaty, touching on personal beliefs, desires, ego, societal needs, opportunities, among other things. That's a topic for another day.
So going to jump ahead then and just say that for me, electric mobility has problems worth solving, and that's what I'm tackling with this project.
The Definition Process
I like to keep this early phase (and most early phases) very loose and operate with the "no question is a bad question" and "no idea is a bad idea" type of approach.
With that in mind my tools of choice here are sticky notes, sharpies, white boards, curiosity and lots of conversation.
There are some good catalyst exercises to keep the convos going and the ideas flowing, but maybe will talk through that in another post, as that will make this post really long. For this post, we'll just talk about some of the insights we arrived at from our work session last week.
Electric Mobility
The project we're tackling is electric mobility, how it plays into our society/culture, and where can value be added.
Not going to lay out everything that was discussed / gleaned, as this blog will just keep getting longer, but going to touch on some interesting things that came up.
To start, we explored a core belief here, which is that movement matters. That movement sparks life. That thought is something we have spent the last 14 years exploring in one way or another.
It's our belief electric bikes have the potential to take this activity that has provided us with so many benefits; health, friendships, and mental health to name a few, and expand it to many more folks. Because our take is that the format of an electric bike solves many hurdles.
After riding (and working on) electric bikes for years now, talking to countless cyclists, we identified a bunch of items to explore, with a handful of them being:
Below are some interesting takeaways from the workshop, across each category.
Replacing the Automobile
The auto industry has put in a lot of time successfully creating solutions to people's problems, and in the process, providing an exchange of value that people gladly will participate.
If you put some time into thinking through a car, you can spot these solutions.
Take storage, cars have every type of storage that is helpful. Fingertip storage, easily accessible locked storage, locked cargo transportation storage, tertiary storage (like the spare tire kit), and even add-on storage attachment points in the form of hitch mounts and roof racks. They've clearly considered the usage scenarios.
A lot of the progress that industry has made is so "normal" these days that we take it for granted. Take peace of mind. Automobiles do so much these days to ensure that you don't end up stuck on the side of the road. They have readouts to tell you how many miles you can drive your car, when you need to take it for service, if your tires or anything else needs attention. A bunch of information designed to give you peace of mind when you leave your house. And of course a network of additional services have been designed to offer even more peace of mind - AAA if you get a flat or lock your keys in the car, car insurance in case of an accident, google maps telling you where the closest gas or charging station is located.
Cars have solved a lot of problems. They have also created a host of new problems - pollution, traffic and road rage, and what I would argue is very inefficient use of resources - i.e., a car trip of .1 miles is likely a pretty inefficient use of resources! There's a lot more, but we can explore that another time.
But the key takeaway here is the automobile is a great example of a set of solutions on 4 wheels that have solved many problems successfully, and a good guide as to what it will take for e-bikes and other forms of micro-mobility to make a difference.
Image courtesy of Bicycling
Peace of Mind
As mentioned above, peace of mind is a key problem to solve in the e-bike use case. There's a lot at play here and a lot of room for innovation.
Storage / Cargo
The transportation of storage is critical to providing a full mobility solution.
Go Anywhere, Any Time
Gravel bikes have taken off here in the states because of their all-terrain nature. A similar dynamic is at play with e-bikes.
Ideas
Ideas naturally start flowing as we're tackling the problems at hand, but the focus on this round is to identify the problems and needs first. We'll create a design brief based on what we ultimately identify as the key criteria and start filtering it with business needs and other real-world factors.
That being said, this is one of my favorite stages of the process because we can look at the problems and solutions in a true way, before the consideration of resources come into play. That's when things get interesting.
More on that down the road!
Let me know your thoughts on any of this. Would love to hear what ya'll have to say.
Hector
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At the core of what we do here are those two words. We make bikes for the out there. As a tool to take you out there, but more importantly, for those that have the out there mentality.
]]>Maybe it’s flown by because Franco is my creative outlet. It’s where I’m able to make (or help make) things and put them out to the world. That being said, it’s still definitely a long time working on bicycles and cycling apparel. And as a creative, mixing it up and giving myself the chance to take our designs further out there is something that I have to do to stay fresh. And as much as I like where we’ve been, I like where we are going even more.
So this year, you’ll see things get further out there than before. Not only because we think it’s awesome, but because I have to, to stay energized after close to a decade and a half of this.
So with that lead-in in mind, the first collection for 2021 is the 14 Out There collection.
Here’s where my head was at during the design process:
14 / LA
While I grew up in Chicago and have referred to it as home for most of my life, i’m finally getting to the point where California feels like home now. This year I wanted to pay homage to LA with a play on the LA Dodgers mark. You’ll see that 14/LA tag pop up throughout the year on our collections.
The California Landscape
While Chicago has a lot going for it, like the best football team of all time, the best basketball dynasty of all time, and the best baseball team of all time, it doesn’t have the sunsets we have here. The color pattern on the chest panel by one of one of those killer California skies, when nature does its thing while the sun sets behind the Santa Monica mountains.
Throwing it Back to Hand-Drawn
I went back and forth on whether the primary logo should be the Franco logo or a new Out There logo. One evening I pulled out the Prismacolors and paper and went to town. 3 hours later I had sketches scanned and a winner was crowned. You’ll see an SMMT tag on the back of the bibs…
For the Out There
At the core of what we do here are those two words. We make bikes for the out there. As a tool to take you out there, but more importantly, for those that have the out there mentality.
Our customers are the definition of that mindset. There’s a built in filter when we meet them. Nothing against Specialized, Trek or Giant, but everyone has one. It’s the “safe” choice. Our customers chose Franco instead. I’ve gotten to know a lot of them over the years and aside from great taste, they do some crazy shit on and off the bike. From hosting and running ultra-marathons, to riding 20,000 miles in a year, riding across America, getting more kids on bikes, building and selling businesses, and countless other things on and off the bike that aren’t considered “normal”.
Each of them inspire me to keep pushing forward and not apologize for being a little different.
I’m way out there in lots of ways, and this growing community gives me a sense of belonging. It makes me realize that we’re all a bit out there in our own ways. I’m just embracing it now.
If you feel like you’re out there, then you’re good here.
Check out the new 14 Out There collection here!
Reviews
And speaking of out there, my friend Clinton is one of those dudes that inspires me. His story is awesome (maybe we’ll tell it one day in the podcast we keep planning on doing). In the meantime however, he just sent over his first thoughts on the Teravail Washburn tires he’s been riding all over the Santa Monica mountains. Going to try and do a lot more of these reviews in 2021.
Also give Clinton and the Out There crew a follow at instagram.com/outtheregravel
]]>Product Details
Item: Teravail Washburn
Size: 700 x 38c
Actual Width: TBD
Weight: 567 grams
Setup: Tubeless
Wheel: 25mm internal rim width
PSI: 40psi to start
Rider Info
Rider: Review by Clinton H
Bike: Grimes Carbon with SRAM Force AXS 1x
Location:
Santa Monica Mountains
Review:
Well the first test ride was a pretty awesome route to test these tires: road, single track, fire road, gravel, a steep fire road climb, and a long winding fire road descent.
Overall initial impression ... pretty bitchin rubber! They look like the tire you always talk about designing with with your gravel posse ... as you move outward from the flat road strip the tread get progressively more aggressive so you can really hit the dirt with confidence but not feeling the drag of too much knobage.
The rubber feels supple and the sidewalls were firm enough to stand up to some pretty rocky sections on the single track. I was able to descend Overlook with confidence and make the sweeping turns at high speed without feeling like I was over-extending myself.
They are light enough and provide ample traction to be a good tire for long dirt heavy gravel race... I will definitely consider rolling the 38mm Teravail Washburn at Rock Cobbler in February.
I would recommend these to anyone who wants a fast low profile tire that still offers plenty traction in the dirt.
Follow instagram.com/outtheregravel for everything SMMT gravel riding.
I took my daughter on a bike ride last week. I sat her down on the cargo rack, told her to grab on tight, and quickly took off ramping our speed up to 20mph! The entire time she was laughing and doing her cute high pitched scream.
In case you were wondering, the answer is no, I’m not super fit! That was our first ride on our new Gazelle eBikes.
A lot of you know my passion for eBikes. It's only rivaled by my passion for well built road and gravel bikes. :) But unlike road and gravel bikes, eBikes add even more dimensions to pedaling for me. This past weekend I rode to the park with my kids in tow, went to the grocery store to pick up some things, and yesterday evening the wife and I rode to an overlook to catch the sunset (see below).
I strongly believe that eBikes have the power to grow cycling and get more people moving. And as I've said many times before, movement sparks life. So it's with that goal in mind that I’m excited to announce that we’re partnering with Gazelle Bikes to offer an amazing line of eBikes.
Gazelle has been around for over 100 years. They know a thing or two about bikes. When choosing a brand to offer that wasn't ours, I had strict criteria that any product had to meet:
1. A ride quality that felt like a "bike". Stable, responsive, and a good fit. The mid-drive Bosch setup and Gazelle’s geometry checked that box.
2. A design aesthetic that looked amazing and won't look dated as the years go by. Gazelle makes beautiful, timeless bikes. Their Dutch origin is apparent in their clean, uncluttered and classic design language. Another check mark.
3. Products built with purpose. While these bikes are full of features that matter, they also avoid the temptation to include gimmicky things that don't matter. Again, the Gazelle lineup checks all of these boxes. From integrated lights, suspension, removable battery to cafe locks, fenders and integrated racks; these folks have thought of everything.
4. Lastly, great price for performance. I wanted price-points that were reasonable. With bikes ranging from $2,500 to $4,500, the Gazelles are premium bikes that don't break the bank.
My first ride with my daughter had both of us smiling. I'm confident your first rides on a Gazelle will do the same. So, if you're looking for an upright cruiser for date nights and family outings, the Arroyo has your name on it. If you're looking for a more performance-oriented commuter to get around town with speed and power, then something like the Medeo T10+ or Ultimate T10 or T10+ might be just what you're looking for.
Wherever you are in the country, we can deliver you a new Gazelle. If you happen to be in the Conejo Valley here in California, we have demos ready to roll and you can try them out in person. In the case of Arroyos, we have stock ready if you're looking to do your own sunset rides this Friday night.
Just contact us via email below or text us at 805-498-3700 and get a feel for what electric is all about.
New Gear in the Shop
We've also been busy working on new apparel. There's a handful of new t-shirt designs in the shop. Ranging from designs that will speak to those that ride in Santa Monica Mountains or to fans of 1x gravel setups.
Grimes Gravel Bikes In Stock
The Grimes Fairy Godmother paid us a visit and dropped off a shipment of Grimes frames. They are currently being turned into R.A.W and CANVAS paint jobs. We'll be ready to ship frames in all sizes within 2 weeks, with complete bike builds starting at 2 weeks (depending on the build). So if you're looking for a new Force eTap Mullet Grimes or a frameset to build up your own, hit us up while we have them!
Stay in touch and stay out there,
Hector & the Crew
]]>A little back story first. When SRAM first launched the long-awaited Force eTap AXS, it brought the wireless electronic 12 speed shifting that SRAM Red AXS was known for, but at a more affordable price-point. A direct swipe at the dominance of Shimano's Ultegra Di2.
While it was a great choice for 2x road setups, it only went up to 1:1 shifting on both 2x and 1x setups. Ok for a lot of riding, but not enough climbing gearing for the types of terrains that gravel riding can throw at you.
The saving grace was SRAM's "Mullet" build option, pictured above, with that signature "rainbow" cassette. Made possible by the eTap AXS compatibility between SRAM's road and mountain etap groupsets, you could pair a 1x road setup, with a 10-50t Eagle cassette out back. This gave you the much needed lower gearing, while still giving you some top end with that 10t cog.
This configuration quickly became one of our best selling Grimes. The SRAM Red version being the one that was recently featured on the cover of Road Bike Action:
But, it will still missing that wide range 2x setup that Shimano GRX nailed. Well, that setup is no longer missing, and that makes us happy! Who knew math and ratios would be so exciting.
SRAM Force eTap AXS now includes a 10-36t cassette and 43/30t sub-compact chainring option. That setup provides you with a wider range than GRX and a range that matches up on both the low and top ends to a 42T by 10-50T Mullet build. Damn nice.
SRAM provided us with some gearing charts that visually drive home the point:
Those are some nice, WIDE charts. I also made my own (although not as pretty) chart showing how it compares to a Mullet build:
The new SRAM Force eTap AXS 43/30t crank and matching wide front derailleur also offer increased tire clearance, which was also a pesky problem with 2x eTap bikes. 650b x 47c tires would rub the front derailleur.
We look forward to building up a Grimes with this new eTap WIDE setup and providing some real world feedback. Based on our past experience with SRAM's eTap, we're sure it's going to be a blast.
We'll also be taking pre-orders on Grimes with SRAM Force eTap WIDE. Shoot us a message here if you want to get on the wait list. We're finalizing pricing now and getting delivery ETAs.
New bike parts are always exciting!
-Hector
Killer photos by John Watson, Jamie Kripke and SRAM.
And if you're into the full nitty-gritty, here are the details on each part:
Force XG-1270 Cassette - NEW 10-36t Version
The SRAM Force XG-1270 10-36t cassette is optimized for the precise shifting of eTap AXS and features our X-Range gearing technology. Smooth, quick shifting from 10t on up.
Force eTap AXS Rear Derailleur - NEW 36t max version
Whether you ride 2x or 1x, tarmac or gravel, the new SRAM Force eTap AXS 36t max rear derailleur is made to take you further. Its additional low range cassette compatibility is complemented by Orbit damper technology for quiet, secure chain management over rough roads. It also capitalizes on large X-SYNC bearing-equipped pulleys for outstanding durability and efficiency.
Force eTap AXS Wide Front Derailleur
Designed specifically for wide spaced cranksets with 43/30t chainrings, the SRAM Force eTap AXS wide front derailleur provides consistent, smooth shifting performance for drivetrains with lower gearing. Its wider position on the bike also accommodates fatter tires for venturing far beyond the well beaten path.
Force 43/30t Wide Crankset
Explore the most challenging routes on the newest crop of versatile and fun drop bar bikes with the SRAM Force 43/30t wide crankset. Shifting is smooth, accurate, and dependable using our proven X-Range gearing based around a tight 13t difference between the small and big chainrings. The wider stance of the chainrings expands 2x drivetrain bike capabilities by providing clearance for fatter tires.
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It reminds me of a meme I saw online:
Moving on from funny memes, this is all taking time to get used to. I have two daughters, 7 and 11, which like most kids in our country, are both now being home-schooled for the rest of the school year.
Aside from being closed and having to adjust our business to our new normal, my wife (which also works at Franco) and myself are now part-time school teachers. Which is much, much harder than I thought. God bless all the teachers. Not only do they do this on a daily basis, they are now having to host zoom meetings with 25 seven year olds. Just think about that...
So yes, things feel a bit upside down. We now have added teaching jobs and payroll protection programs seem to be going to Harvard and Shake Shack instead of small business. But we're still here!
And we're still building bikes and talking to people about bikes every day. Keep those emails coming. Talking bikes gives us some sense of normalcy. Hopefully it does for you as well.
Oh, and we are on the cover of the upcoming RBA gravel bike issue :)
- Hector
In the midst of all this craziness, this was a welcome surprise and one that lifted our spirits. One that we are extremely thankful for.
This is our third cover in 13 years, and it still feels as awesome as the first one. And while each cover has a story, this one was fun, and you guys might have followed along.
You might recall that we launched a limited edition Repsol Grimes back in Vol 03. It was done on a bit of a whim. Mostly because I wanted one, which I still don't have by the way, since it went to another home.
In Vol 06, we received our first paint sample, which we managed to pull off in record time to get it to Road Bike Action for its fashion shoot. They asked for a Repsol bike with short notice and not making it happen was not an option, even though a cover was far from guaranteed.
We pulled it together last minute. Customers (friends) even pitched in components to make the build happen on time. We have awesome customers. We sent it over to Road Bike Action and the rest was out of our hands.
It worked out. The Grimes is on the cover of their upcoming gravel issue, and inside of their June issue is a review of the carbon Grimes. Some quotes:
If you're looking for a bike that can expand your riding terrain and get you your #newtwobikeday, shoot me a message below. We'd be pumped to build one for you!
We recently worked with a customer to build this all-road Grimes. While it started as a stock GRX 800 build, it evolved into a fully custom build as the customer and I talked through components and what was available.
The end result was a bike that gives me a case of serious bike envy. Here's the lowdown:
Frame: Grimes Carbon, R.A.W. Edition, because the R.A.W. finish is awesome.
Drivetrain: SRAM Force AXS Mullet Build with and XX1 Rainbow 10-50t Cassette / Chain and XX1 Rear Derailleur.
Crankset: The popular Easton EC90SL crank paired to a good-looking Wolftooth 48T chainring.
Wheelset: A custom hand-built set of 700c HED Belgium Eroicas, laced to Chris King R45 hubs in Matte Slate. Tires of choice were 38c Challenge Gravel Grinders
Components: A Whisky No.9 carbon bar with 12 degrees of flare, a Whisky No. 7 stem and some Fizik Terra bar tape (which has a bunch of subtle killer colorways I was not aware of).
More Bits: To finish this rig up, we went with Matte Slate Chris King bits throughout - the Threadfit T47 bottom bracket and the Dropset 2 headset to match. We even tried to get the Chris King thru-axles, but they've been discontinued. Not shown here were matching Whisky carbon cages and a Wahoo computer.
The end result was a great mix of performance and aesthetics. It's a unique bike that I hope will be enjoyed for a long time to come.
As always, if you want help building your new bike, shoot me a message!
While our primary focus is bikes, we know our way around gravel and road products - whether it be hand-built wheels, cranksets, drivetrain upgrades or whatever else you can think of. If you're looking to upgrade your existing bike, shoot us a note. We're happy to help.
There's a lot more that's happened since the last email, but we'll leave that for the next email. Plus I'm already on the third glass of wine, so time to call it a night. And I don't know what day it is!
Until next time. Keep it out there,
Hector
@hector_823
A friend came into the shop today and asked how we're doing throughout all of this craziness. Uncertainty can be tough of course, so the reality is that things are, well, uncertain. I'd like to believe we'll be building bikes next week, and that's definitely the plan, but the CDC or the government may have different ideas. It's all a bit... uncertain.
I'm of the mindset that some short-term pain will lead to good things in the future. As a community of cyclists, I think we're all likely already used to that approach. Maybe even a little too much :)
So with that being said, we already switched to a "by appointment only" setup at the showroom. We'll still be operating business as usual as much possible. Servicing, building and delivering bikes as much as we can. With a lot of hand washing in between.
Over on our facebook and instagram feeds, I posted about the impact all of this is having on service-based businesses out there, including ours. I have friends that own restaurants that have had their life turned upside down. The economic impact this situation is causing for small businesses is very real. In times like this, any bit of support goes a long way.
I've had people reach out to us and schedule service. People get in touch and kick-off a new bike. People order new wheels for their rig. Or simply people messaging to just see how we're doing. It all does mean a lot.
Things will get back to normal, or at least a new normal, eventually. So in the meantime, we'll be here, turning the pedals. This hill isn't going to climb itself.
I truly appreciate all of your support!
And in the name of keeping the pedals turning...
Perfectly imperfect. That's what we set out to capture with Grimes R.A.W. For me, this bike embodies the ethos of gravel - a come as you are mentality. Like each of us, each R.A.W. frame is unique in its own way, and it highlights that front and center via its finish.
There's something about the carbon manufacturing process that I find really elegant. It's a highly technical process, built upon decades of trial and error. And it's also a highly human process. By hand, a person lays down every strip of carbon. It’s hand-made. The end result is that each frame has a unique fingerprint. A visual history of the process, illustrated by each strand of carbon fiber.
What we normally see when we get a new bike is a glossy, multi-layer coat of paint. Beautiful paint jobs that can really add a lot of personality to a bike, but do cover the process. This one is for those that want to see that carbon fingerprint.
A bit about the finish process. We start out with the raw frame's unidirectional carbon finish. After a phase of frame prep, it receives a thin layer of black, what we call a vapor finish. That thin layer adds minimal weight while still showcasing the UD carbon. Next up are minimal graphics in dark metallic gray. Only a handful of brand marks. Lastly, it's finished off with a matte/satin clear coat to protect the frame.
The finish results in a fair amount of trimmed weight. Compared to a full 3 color paint job, it comes in about 125-175 grams lighter. That can make a big difference. And if you hit some rocks, paint chips won't be nearly as visible. The finish is already minimal and perfectly imperfect.
Starting today, we're taking orders on the Limited Edition Grimes R.A.W. It's available as a frameset or a complete bike for the next two weeks.
We'll also be offering one complete bike special promotion - the Grimes R.A.W. that I would build for myself. It's worth a look if you've been thinking about a killer build.
Message us to get started on your Grimes R.A.W. or keep scrolling for the build details and promo!
I get asked a lot how I'd build a Grimes if I was building it for myself. I test out a lot of builds, so my likes/dislikes are always evolving based on what I'm trying.
But I can definitely say that for the type of gravel riding I do here, steep dirt, and about 70% dirt to 30% road, I have a clear vision of what my next dream build is going to be.
Like the thinking behind the Grimes R.A.W., this build is a blend of aesthetics and functionality, skewed towards functionality. Here is the quick overview, with a much longer detailed explanation to follow.
Frameset: Grimes Carbon + Chris King T47 BB
Drivetrain: SRAM Red eTap AXS, 1X Mullet Build, 44T x 10-50T
Wheelset: Enve G23 + Gravel King SK 700 x 38c
Cockpit: Enve Gravel Bar and Stem + Enve Bar Tape
Saddle: Fizik Antares R1
Accessories: Enve Bottle Cages and Integrated Mount
What Else: And an extra battery to carry with me as a back-up.
Price: This beast of a bike retails for $8900.
Promo: Till the end of the month, get this Grimes R.A.W. AXS Mullet Build for $7900, $1000 off MSRP.
Get the Grimes R.A.W. Dream Build
Ok, now on to the details if you like to read lots and lots of words...
This is an easy call for me. I'm a long time fan of eTap. Both from my long-time roots in Chicago (SRAM is based there) and because of the no wires/cables look. I love the aesthetics of it. And as a designer, of course the look of a bike matters to me. Quite a bit. Ok, a lot.
I am aware that's superficial. But I swear "look fast, be fast" is real to me :)
But even if looks aren't your #1 priority, the 1x gearing on this setup should be. While Shimano GRX offers a game-changing 2x gearing setup with their new 48/31 x 11-34 configuration, there's something about 1x that I just intuitively like. It's simple, there are less things that can go wrong and there's less to think about when shifting. But more importantly, it allows me to run bigger 700c tires. eTap 2x provides the least amount of tire clearance on the Grimes.
The downside of 1x typically comes because of limited gearing ranges. You end up having to choose if you want more top-end or low-end. But that's where the AXS Mullet build comes into play. It's business up front (road AXS etap), and party in the back (mountain AXS etap). This means you can run road shifters for your gravel drop bars and pair it to a mountain wide-range derailleur and cassette.
This 12 speed AXS setup becomes the perfect answer to the gearing range limitations normally created by a 1x setup. I can run a 10-50T in the back, and something like a 44T in the front. Here is how that looks in comparison to GRX 2x gearing:
It might look confusing, but in short, this shows you what speed you'd be going at on each gear, assuming a 90 cadence. The top chart is 2x GRX, the bottom is 1x AXS. Bird's eye view, you can see that the range is slightly wider with the 1x AXS Mullet setup. Pretty cool.
It also comes in this awesome rainbow finish cassette and chain, which aside from being an impressive example of engineering and manufacturing, it looks awesome.
Next up, wheels and tires:
At this point, I'm going with 700c. While I really like the 650b setup I rode for quite a while, I've put more time into a 700 x 38c setup and I'm getting more than enough rubber for the type of riding I'm doing, while giving me the flexibility to run different sized setups.
I was a bit torn here, as the new HED Eroica carbon wheels just came out, and pound for pound, they sound amazing. So I may change my mind on this one once I get a chance to ride them. But for the time being, I'm sticking with what I have experience with, and that's the Enve G23s.
The reasons I'd go with these are simple:
Tires, definitely tubeless, and while I will try more sizes, the 38c Gravelkings can handle a lot and are a perfect starting point for me.
Since I'd go with Enve wheels, I'd run the Enve Gravel bar. Flare is definitely a must for me and the 12 degrees of flare are the minimum I'd run for the terrain I ride. The 80mm reach is a bit longer than something like the Whisky No. 9 bars (which I also like a lot), so I'd accommodate that with a shorter Enve stem.
Since I'm going Enve cockpit, I'll do the new Enve bar tape to match.
Bottle cages, normally I'd go with Arundel Mandibles, but in the name of "matchy-matchy-ness" I'll be going with the Enve cages, since they are also really good at doing their job.
If this bike sounds like a dream bike to you as well. We'd be pumped to build one for you. Save $1000 on this beast for the rest of March.
Also, ask about 12 month financing if you're interested.
Click on the link below and we can get started.
That's all I have for today.
Crazy times indeed, but while I was writing this, working out how I'd build my dream bike, I stopped thinking about any viruses or pandemics. I caught myself looking at the Grimes R.A.W. photos and being pumped about how these are going to look built up. I'm looking to ride Friday. Things will feel normal again. That's what bikes can do. It's what they do for me - they bring back some of that certainty that feels good at a time like this.
If you want to schedule service, talk dream bike, or just want to catch up to see how this is all treating you, shoot me a message. Would be great to catch up.
Keep it out there (but away from other people),
Hector
@hector_823
We had the first Repsol paint sample arrive to approve colors/design before going forward with the batch. Also because we're going to end up building it and taking it to Road Bike Action for a photoshoot on Monday.
It's in the running as a cover bike for their upcoming gravel issue. Crossing our fingers, on both hands.
I'm also going to do the RBA lunch ride and get crushed, but that's another story.
One More Day for Repsol
Repsol Edition Grimes. No upcharge cost (normally $500 or so). A deposit locks it down.
Hit button below to select a build to get started or just reply to us here!
People Seem to Like Custom Paint... Check Out The Promo Below From Last Week. Also Ends Tomorrow.
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I Don't Know Why I'm Doing This!
Some of you know my love/hate relationship with custom paint. I swore it off. 2019-20 and beyond, stock paint (Seafoam Green, Team Blue, Out There Black) and limited editions (Repsol) only.
But it's a leap year, and February 29th only comes around once every four years. About as often as I want to do something like this...
On February 29th, I'll do custom paint on any new Grimes orders. And it's a Saturday that day, so I'll hopefully be riding and relaxing, so hit me up before then if you want to lock one in.
This is my logistics team right now:
This is me:
Disclaimer: It's limited to same graphic scheme, but your choice of colors and finishes. And it will take a while. Custom paint takes time. Wanna talk paint?
Here are some examples of some of the custom paint options you guys wanted to see mocked up (from our Instagram Stories).
Have a great weekend!
Hector
As some of you know, we built Franco building race bikes (Balcoms) and race-inspired bikes (Kanan). Over the years we added other bikes of course, and they always operated within that range of ride characteristics.
Gravel has been an interesting category, as I felt it naturally landed more in the utilitarian / functional world. It's why when we were first working on Grimes back in 2014-15, we went fender and rack mounts, a more relaxed geometry, as well as other versatility-focused design features.
I think that type of approach, of one bike to do it all, which most gravel bikes have taken, has been great for gravel. It's resulted in bikes and events that allow us to really explore what's possible out there. We've been able to experience the full gamut of "gravel" riding. And for most people, I think a Grimes-type bike, is still the best way to go, as gravel riding is not only still being defined, it's also a personal thing, ie gravel riding to us here in California is different than gravel riding in Chicago. Or I may enjoy more mixed terrain, while others like to head straight to the dirt.
And that's what is awesome - you have those options to choose from.
Building on the above, I wanted to create an option for those that don't need the full range of optionality. For those that still love road. For those that come from the competition side of things and want a bike specific to that need. For those that need a dirt racer.
We've been working on Project Sycamore for a while now. As you can see above, the prototypes have been put to work!
It's also evolved over the last 18 months based on all the feedback from the real-world testing, new component developments, and my personal evolution/take on gravel geometry and where I think it's going.
So what's a dirt racer?
Well it's not a bike to bomb down gnarly dirt descents (unless you have great dirt skills of course). It's not a "grountain" bike to take over crazy terrain. And it's not a daily commuter. You won't find clearance for 650b setups, no rack mounts, no fender mounts, no accommodating a range of tires sizes with the geometry, no big trail numbers.
It is however a bike that you can race. You can run 700 x 40c and crush Dirty Kanza with it. You can run 700 x 33c for some fast CX. And you can run 700 x 28c and run it as a quick road bike. It's designed for a trail in the 63 range with 40c, but when you put a set of 28s on there, it drops nicely to 59-60, and the center of gravity drops as well, for some good road descending characteristics. Sometimes things work out nicely like that.
If the Latigo and Grimes married, their baby would be this bike :)
First up will be a Titanium version (almost there). If you're interested in adopting a Sycamore baby, we're getting close to full details - geometry, pricing, etc. Shoot me a note and I'll add you to the list.
Repsol Grimes - Now the February Promo
Turns out Repsol is popular! Now doing two batches based on the response. If you want in on the second batch, there's still another 9 days left.
Reminder of the promo:
Repsol Edition at no upcharge cost (normally $500 or so).
Select a build to get started!
I Don't Know Why I'm Doing This!
Some of you know my love/hate relationship with custom paint. I swore it off. 2019-20 and beyond, stock paint (Seafoam Green, Team Blue, Out There Black) and limited editions (Repsol) only.
But it's a leap year, and February 29th only comes around once every four years. About as often as I want to do something like this...
On February 29th, I'll do custom paint on any new Grimes orders. And it's a Saturday that day, so I'll hopefully be riding and relaxing, so hit me up before then if you want to lock one in.
This is my logistics team right now:
This is me:
Disclaimer: It's limited to same graphic scheme, but your choice of colors and finishes. And it will take a while. Custom paint takes time.
Thanks for the replies last week. I enjoy the conversations!
Keep it out there,
Hector
For a variety of reasons (which can make up a whole other post), we've never officially offered a production Ti bike. And while you will find some Ti Francos out in the wild (pictured above), we're looking to release a lot more in 2020.
I'll be posting the progress we're making on these bikes, as we work towards getting these bikes to production.
I originally brought the titanium project back to life to replace the steel Grimes R1. Since 2015, we've had 3 versions of the Grimes - what we call the OG grimes (pictured above), with interchangeable dropouts and then two further generations of Grimes R1, which had increased tire clearance, chainring clearance, a return to bsa english and a few other in-line changes.
As the project moved along, I started looking at this, not just as a new Grimes, but as a good opportunity to define our dirt-friendly line-up.
Gravel bikes like the Grimes are awesome, for lots of reasons. A notable reason being versatility. One bike + two wheelsets = #newtwobikeday. Good stuff for sure.
But as more and more people discover gravel riding, and spend more time riding a range of different terrains, I think we'll see people select what types of terrains they're going to ride more of, and which types of bikes will make those rides more fun.
I think the gravel bike category will start splitting into more specific bikes, ie gravel do-it-all bike, gravel race bike, gravel plus, grountain, all-road, gravel endurance geo / race geo, weight-weenie, etc.
I think the versatile 2 wheel approach will still be king, but I do think that the bike stable will likely start growing again, as mixed-terrain riding continues to take up most of our on-the-bike miles.
Anyway, that's where my heads at right now and it's the thesis I'll be testing out with three upcoming Ti bikes, designed around type of terrain / tire size:
The geometry / feature phase has been a fun one, as it's an exercise in constraint. It's easy to throw every feature on every bike - water bottle bosses, rack mounts, max tire clearances, max chainring clearances, dropper posts, etc.
It's much harder to leave stuff out.
I could be right. Or completely off. No better way to find out than by putting out there in the real world.
Let me know your thoughts on the type of riding you're doing and see yourself doing in the future.
And if you're interested in some early-bird pricing and info on any of the above Ti bikes, shoot me an email by replying here. I'll add you to that email list.
Repsol Grimes - Now the February Promo
I showed this Repsol edition Grimes last week. The reception was great. Thank you to those that jumped in on one.
Following up on the last email I sent, let's make it the February promo.
Repsol Edition at no upcharge cost (normally $500 or so). I'm excited for mine!
Hit button below to select a build to get started.
Ready to Paint Grimes
Last week I also put out the idea of a ready to paint Grimes option, where you can buy a frame raw, and have it painted yourself, with your custom design. Seems like it could be something we do going forward. Need to think on it a bit more.
What I don't need to think on that much is a limited edition option that was inspired by this idea. I talked to multiple people in the days after the email, and it seems that a "raw finish, minimal stealth logo" option is something the people want!
I dig it - you cut weight, it looks stealth, you won't notice paint chips, it's got nothing to hide - a cool confidence in that.
More details to come, but a few folks are already in on it, so we'll make it official soon. Just need a good name for it...
One Last Thing
Those of you that know me personally, know that I'm a lucky man because my wife is awesome. She's been there all 13 years of Franco, through the ups and downs, supporting this craziness since day 1.
Well, she just launched her own company, Everywhere, a line of plant-based, and good for you and the environment, air fresheners / room sprays.
We've been using them at the shop for years, and now she's finally making them (and soon other products) available to everyone. They're awesome - they smell great, they're fresh and no crazy chemicals flying around. She makes everything herself, one batch at a time.
Valentine's Day is creeping up fast. A thoughtful gift for the wife will very likely go a long way in helping you out with new bike day.
And this post is going to go a long way in getting me closer to new bike day or to sneak out on the weekends for more rides. So thank you for that :)
You can buy her sprays by clicking below. You can follow her instagram here.
Franco Bikes, making relationships stronger (new tagline).
Longer email this time! Back to working on bikes. Will try and go into geometry and the decisions there in the coming emails.
Keep it out there,
Hector
Nick came to us with a do-it-all road bike in mind and the ultimate goal of getting into triathlons. Additionally, he wanted a bike that was ready to explore some less traveled roads on a whim. After considering his riding needs, we decided to go with a reliable Ultegra level build, a wide gearing range, standard short and shallow drop bars, and set of 700c HED Ardennes with 28c road tires. A perfect setup for rides that would range from exclusively road, to a mixture of 85% road to 15% dirt.
For the last couple of months, Nick has decided to join us on our series of Out There rides. Those rides are more dirt than road and 28c just doesn't cut it. After a series of flats, Nick promptly decided to get some 38c tires to swap out for when the ride called for more dirt, and the rest as they say, is history.
This is a perfect example of our approach to the Grimes and its 50/50 capabilities. Try doing that with a regular road bike!
Below is Nick's Grimes Carbon build that has a road preference in mind.
Nick's bike features:
Size: Medium
Color: Team Blue
Groupset: Ultegra 8000
Gearing: 50/34 Compact Crankset and an 11-34 Cassette
Saddle: An upgraded PRO Stealth Carbon Saddle
Wheels: HED Ardennes LT Disc
Tires: Panaracer GravelKing 700x28c
]]>Gravel bikes, you’re either riding one or have friends talking non-stop about riding one. Gravel segments are becoming a standard part of group rides and organized events, the largest of which attract thousands of riders and their gravel steeds. Events like Grinduro and Dirty Kanza continue attracting the national crowds. The 200 mile Dirty Kanza, which featured all of 34 participants in 2006, had north of 2,200 participants in 2017. Locally, the Rivet Raid and the Daydream Series are attracting more and more riders looking to get their gravel fix. Even the PRO ranks are starting to embrace the gravel movement.
The upcoming 2019 Tour de France is rumored to have major summit finishes up gravel roads, joining the ranks of Strade Bianche who also feature long stretches of gravel. This, however, is not professional cycling’s first foray into gravel. This is more like a resurgence or renaissance of dirt. This pursuit of gravel roads hearkens back to the roots of the Tour de France, where in the 1930s, gravel sections of road where normal, like the pre-paved summit of the Col du Galibier on Stage 7 of the 1935 Tour.
Why after more than seventy years are we seeing a return to gravel and a love of gravel bikes? There are three reasons we can think of: versatility, peace of mind, and a rekindled search for fun on the bike.
Versatility. A road bike for the dirt; by design, a gravel bike is built for versatility. Unlike road bikes, which are built specifically for the tarmac, gravel bikes allow for a cyclist to ride a vast range of terrains. With this wide array of riding types in mind, our friend Neil Shirley, a former US Continental Pro and arguably one of the patron saints of gravel, created a system to classify the various types of gravel rides.
So how is a gravel bike able to tackle all of these types of rides? It comes down to the geometry of the frame, component selection, disc brakes, and of course, tires.
The geometry of a gravel bike is typically defined by a longer, more stable wheelbase and a more endurance-oriented geometry. It’s a versatile foundation to hang parts on.
The components spec’d for a gravel bike are chosen for their benefits on the road/dirt and topography of the routes: flared out bars, 1x or 2x drivetrains with cassettes featuring a wide range of gears. Hydraulic disc brakes (a liquid-based braking system very similar to a car’s braking system) allow for greater braking power with less effort on the hands. This is ideal because this assuages the total effort of the hands, considering all the bumps and vibrations that are coped with over the various levels of gravel. The largest impact, however, is the rim size and tire tread combinations gravel bikes allow.
Our gravel bike, the Grimes R1, features clearance for up to 2.1” knobbys on a set of 650b wheels. That’s a lot of rubber. You can run your Grimes with a set of road wheels and 28c tires or go with bigger tread if the ride calls for it. More on this later.
Peace of Mind. Gravel bikes are highly capable road bikes, so traveling and exploring secret “groads” becomes an easy task. Simply roll out your front door and find that any road on any terrain is accessible. Today you can choose to ride on the paved roads we share with cars, reaching the high speeds that road cyclists love. Tomorrow you can get away from all the busy roads and instead explore those roads that head away from civilization. The choice is yours and having that freedom feels awesome.
Finding Fun. Road bikes are awesome. As a company that was built on road bikes, we are passionate about pavement and all things road: the conquering of mountains, the blazing descents, the group rides, the training, the racing. At the same time, we’re in love with the coffee stops and the burrito rides; we enjoy the times when riding is not about getting faster, but about enjoying the joys two wheels bring.
We’ll be the first to admit it, road bikes have gotten serious–power meters, Formula 1 level wheels, wireless electronic shifting, rides measured in watts. We love all of this, but we also know the slope is slippery and all of this can become a chore if it becomes all-encompassing. Gravel has been a welcome respite from performance at all costs. Fun and adventure move to the forefront.
In summary, if you haven’t tried it yet, we think you’ll love the world of gravel. If you’re a roadie, like us, you’ll find yourself taking turns on roads you’ve never ridden before and seeking out dirt to enjoy. Silent roads will traverse different terrains until no cars fill your horizon. And if the urge to hit the asphalt calls, then put a set of 28c on your bike and you have a very capable road bike. It’s with this thought in mind, that we put together a Black Friday bundle:
One Grimes, Two Wheelsets, Four Amazing Prices
To be able to have the full range of riding capabilities, equipping your gravel bike with both a 700c and a 650b wheelset is the way to go. By having one bike and two wheelsets at your disposal, both with tires mounted and cassettes/rotors installed, swapping wheels is a snap. In one minute, you’ll turn your bike from a road machine to a gravel grinder. All that is left is following your bliss on the open road. Ride with friends on mixed-terrain routes away from the bustle of busy streets. Reclaim your sense of adventure! Enjoy the limitless roads that are available to you and your faithful bike.
Deal starts 11/19/18 through 11/23/18!
The base build is as follows:
Frameset: Grimes R1, Whisky No. 9 CX Carbon Fork, FSA Orbit Headset
Drivetrain: Choice of SRAM Force 1 or Force 22 (non hydraulic)
Components: Zipp Service Course Handlebar, Stem and Post, PRO Saddle
Choose your pair of wheelsets (including 2 wheelsets, 2 sets of tires, 2 rotors and 2 cassettes):
Grimes + FSA NSX: MSRP $5185 / BLACK FRIDAY: $3985
700c + Donelly X’Plor MSO 32c / 650b + WTB Byway 47c
Grimes + HED Ardennes SL Disc: MSRP $6385 / BLACK FRIDAY: $4985
700c + Donelly X’Plor MSO 32c / 650b + WTB Byway 47c
Grimes + Custom Whisky 30D DT350: MSRP $7185 / BLACK FRIDAY: $5985
700c + Donelly X’Plor MSO 32c / 650b + WTB Byway 47c
Grimes + Enve G-Series DT 240: MSRP $9585 / BLACK FRIDAY: $7985
700c + Donelly X’Plor MSO 32c / 650b + WTB Byway 47c
Grimes stock is limited, so contact us to ensure you get your “go anywhere” setup!
]]>Road Bike Action Review Below:
The SoCal-based Franco brand was founded in 2007 by two bike-loving cousins who set out to build a brand with the end user in mind. Not thrilled with what was offered by the well-known brands, in their minds, they typified the customer they wanted to serve–someone passionate about going fast on a good-looking road bike that could be built with some level of customization.
The goal was simple–to not sell bikes they weren't excited about themselves. They started off with a consumer-direct sales model but it initially proved harder to pull off than they thought it would be. Fast-forward a decade and the cousins have built a credible legacy of exciting bikes and customer empowerment with a complete build-a-bike menu of component options.
Built with Torayca's top-tier MJ Series carbon, the Italian-made frame has all the finish qualities that you'd expect from an artisanal builder. The RS1-D comes with flat-mount disc brakes that can fit either 140mm or 160mm rotors with 12mm thru-axles.
For a race bike the tire clearance is plenty, you can fit up to 30mm tires. This means you could feel more comfortable on a variety of terrain. The top tube on our medium frame measured 55.6cm. With a 98.9cm wheelbase and 41cm chainstays length, the bike is compact, which gives it a racy feel.
Our test bike had a mixture of parts highlighted by a Shimano Dura-Ace Di2 drivetrain with hydraulic disc brakes and a pair of HED Vanquish 6 wheels. Maintinaing its talian build, the Franco was spec'd with a Fizik Kurve saddle, one-pieve Ursus handelbar/stem combo and 28mm Pirelli P Zero Velo tires.
There are many build options that Franco offers, with three levels of SRAM builds, four levels of Shimano builds and four levels of Campagnolo builds. Franco is all about consumer service, so you can also build your bike from a custom menu too.
Once you throw your leg over the Franco Latigo RS1-D, you know that this bike is built aggressively for the serious-type rider with a hankering for race performance, Between the 98.9cm wheelbase, the 73.2-degree head angle and 120mm stem, the Latigo definitely provided an aggressive, performance-oriented ride and position.
The Franco is stiff, which is a plus for any bike in this category. In our local group rides, the bike accelerated well to cover any attack or acceleration, One aspect we did notice, though, was that the combination of the light feeling front end paired with the heavy rotational spin of the wheels had a bit counter intuitive feel to the ride when we were getting up to speed. Though once we were up to speed on the flats, the deep wheels turned over very well and kept us moving.
Once we hit the climbs, the Latigo felt right at home particularly on the rolling terrain as the wheels helped keep our speed up. Om the steeper, punchier climbs we felt a bit held back as the wheels slowed us down some when we would jump out of the saddle to accelerate.
We came away impressed with the bike's fit, finish and feel. Te Franco was stiff and agile, but we felt its full potential was held back on the climbs owing to the deeper wheels. With a more shallow wheelset (like Hed's new Vanquish 4), we think the overall feel could be much improved for all-terrain conditions.
Complete builds with either Shimano or SRAM start at $7750 while Campagnolo builds begin at $8950. The frameset sells for $4950 and is also available in a rim brake version. Frames with custom geometry will only set you back and additional $1000. Franco also offers a wide variety of color options and graphics to complete the personalized experience.
-Made in Italy
-Custom build options
-A real race bike
Price: $11,500 ($4,950 frame)
Weight: 16.81 pounds
Sizes: XS, S , M (tested), L, XL
]]>AUG 31, 2018
Price: $10,735 (as tested), $7,750 and up (complete, depending on build), $4,950 (frameset)
Weight: 16.75 lb. (L)
Style: Road
Material: Carbon
Drivetrain: SRAM Red eTap
Tire clearance: 31.5mm
The right bike for: The dreamer who not only wants an amazing bike, but also wants complete control in the creation of it.
Even with so many smartly spec’d bikes on the market—some that satisfy your every desire right off the shelf and some that, with a few upgrades down the road, can easily become your dream bike—sometimes it’s nice to be in control right from go. Franco gives you that power. Its bikes are sold direct and built to order, and each project begins with a conversation. Things the folks at Franco and I talked about when putting together the Latigo RS1-D (reviewed here): what I like and dislike about my current bike, the type of riding I mostly do, my cycling goals, my component and brand preferences, and whether or not I’ve ever had a professional bike fit (I have, so I shared that information, as well).
The name Latigo comes from Latigo Canyon Road, a popular climb in the Santa Monica Mountains near Franco’s headquarters in Newbury Park, California, which is where the Latigo frames are designed and complete builds take place. The frames are actually handmade in Italy. There are five stock sizes available, from small to extra large, but for a $1,000 upcharge, Franco offers custom geometry.
]]>USA Cycling (USAC) is divided into categories starting with Category (Cat) 5, the beginner’s category, through Cat 1, where the next step is the Pro ranks. To become a Cat 4 you need to complete 10 mass start races. After that, the riders need to amass a certain amount of points by winning or placing well in races to move up to the next category. My goal for the last three years was to upgrade from category 4 to category 3 and required me to get 20 points. During this pursuit of points, I’ve gotten married, moved from Florida to California, had the crash of a lifetime on a bicycle, changed career paths, started working at Franco Bicycles, and helped build Franco Factory Racing. All the while, this goal has been ever-present. It starts getting heavy after a while, so I started sacrificing more and more to reach it. I saw many close friends who started racing at the same time move up through the categories quickly. There was this lingering feeling of being left behind. I also watched friends, who started at the same time, quit racing to pursue safer and, possibly, easier things. The grind requires everything you can give. I decided to stop tracking the time put towards the goal. The return on investment becomes hard to measure. Quitting didn’t feel like an option either. The time invested already demanded success and I was willing participate. Then comes the race reflection while driving back from a race where the effort just wasn’t good enough. Reflection leads to obsession, and an overdeveloped inner critical voice. It’s a roller coaster of emotions. There were races that made me want to quit bicycles; after a win I could smell the pro ranks. At the end of the day though–it’s just a bicycle right?
I remember my first Cat 4 race. It was February 2015, a day after my birthday, I finished well in my recent races before. In fact, I had won a race in the 5s the month prior and had some racing hardware. Now begins my quick venture into the 4s, to get to the 3s. Easy. The future me is still laughing at that thought. This first race was a famous crit in Florida, the Swamp Classic. The course is a counter-clockwise four-corner crit with a rise leading to a bumpy “lightly cobbled” section, and a downhill into a back-to-back 90 degree left-hand turns. I lined up with twenty-nine other racers. To my right was a skinny-kid with mutton chops who looked like he had fought in the Civil War when that facial hair was more appreciated. He would later end up being a great friend. For now I thought, there’s some character in this group. My goal was simply survive the race and measure my fitness for 40 minutes. From the whistle, I was holding on for dear life. I remember sprinting out of each turn in a stretched out field of 29 riders and barely starting to recover before sprinting out of the next turn. I didn’t know so many people could go this fast. The race finished with me in 11th place and a black mark on my right arm. Both were surprising. 11th place was surprising because I was sitting in 25th the whole race trying not to get dropped. It also helped that ten guys got caught up in a crash. That’s bike racing, you have to stay upright to place well and you sprint after dodging a crash. The mark was surprising because, as I narrowly missed the crash, a rear wheel that belonged to a flying bicycle hit my arm as I passed by. I went home feeling like a winner and if it was this easy, I was ready for the next race. I was about to spend the next year learning how a result does not tell the whole story.
I got married to my awesome wife Michelle a month later. She has been very supportive of my cycling, and I attribute any triumphs that come later to her. I could train harder and longer because she had my back and the results would eventually start showing. For now, I didn’t see a top 10 for months. When I finally did, it was so hard fought that I cramped when I hit the finish line. To put that in perspective, I’ve only cramped one other time on a bicycle ever. I’m not one of those chronic crampers that could use a lesson in nutrition—I earned that cramp. The kid with the mutton chops won that race. Fighting in the Civil War must have paid off because he won most races I entered and upgraded to Cat 3s later that year. I finished the 2015 season envying others for their wins. It was time to get serious. Queue the winter training montage.
The 2016 season started reaping results from this new dedication and the support of my wife. I had nine top 10s in 15 races that season including one win and 4 total points towards my 20 point goal of upgrading to a Cat 3. I even competed in a 5 day omnium called the Georgia Grand Prix and did fairly well finishing 10th overall. I thought, maybe one more year and I’m out of the 4s! Then I moved west and had a rude awakening.
In August of 2016, I moved to Southern California. My wife and I visited my uncle in May to watch the Tour of California and I ended up moving 3 months later. The goal was to get some experience working in a Physical Therapy clinic, apply to grad school, and be a Physical Therapist. I moved first leaving my wife in Florida for awhile. We saved up some money for an apartment, which we hated, and then I flew back to Florida to drive my wife, my cat, and all our belongings to Ventura, CA. It felt crazy at the time and it feels crazy retelling it now. The big thing I noticed immediately was the caliber of the cyclists in California was different than what I was used to in Florida. It’s not that the racers here are that much faster than anywhere else, but there are more high-caliber racers in each category. For example, there may be five racers that have a great shot at winning a race in Florida, while here there are 10-15 racers that could take the win. I joined a local group ride in Ventura and was dropped handily by the front group. I was dropped by people I thought I could beat, like an older man, some young kid, a guy who looks like he just got off the couch, and a guy who was way too chipper for the effort he was doing. I would find out later they all have done amazing things on the bikes for years, but at the time I was humbled. It was a psychological blow. There were no short group rides in Florida that I was getting dropped from so I knew that I needed to train before I raced again. Queue the climbing training montage.
The Cross Country Venture
I have this philosophy about racing–I refuse to race with a team if I see the racers are only looking for their own interests. This was especially true when I lived in Florida. Looking from the outside it seemed like all the racers ended up racing for themselves in the end. Cycling rewards the selfish, there is no doubt about that, but I would rather race by myself if I was going to be that selfish. It should be noted that there weren’t any teams pursuing me, but I held on to my principles. Who would have thought I was only a year away from building my own team? To get to that point, I had to find a team that worked together. I went to what is called the Upgrade Series in Compton, which is a crit series put on by California Bike Racing, in October of 2016. The 2017 season was approaching and I was getting itchy to race and prove myself. I knew crits weren’t my forte as a traditional road racer, but when I got 15th place I felt like it was the 2015 season all over again. Necessity is the mother of all invention, and I found winning to be a necessity. So I joined a team. The team was called OTR, On The Rivet, and was made up of some good people. They took me through the paces of trying out and proving myself at the team camp. They also had quite a few Cat 4s that I was on par with. Overall, they stressed finding a way for the team to win. It seemed like a great fit. At the team camp is where I ended rooming with Michael Schanafelt, my future coach and teammate for Franco Factory Racing. I remember seeing his Repsol Balcom S sitting in our hotel room. It looked awesome, but I never heard of Franco Bicycles so I didn’t dwell on them much. How times change.
2017 was going to be the year that I upgraded. I was starting to feel desperate, but now I had help. Fast forward to one of the first races of the 2017 season. I showed up with my new teammates to Rosena Ranch, looking to kick the year off strong and get some kind of result. I distinctly remember a friend of mine saying this course would be the worst course to have a fall. He was right; the road was like a cheese grater. Portentous omen. The race was underway and this course suited me. It had a tailwind on a short low-grade climb and featured a downhill going into the finish line. I like to climb grades less than 6-7% and I need all the help I can get going into a sprint. As we entered the midway point of the race I was getting excited. I was enjoying the course and, if it stayed fast, the sprinters wouldn’t have much left for the finish. I could taste the points. Then it happened. One of my teammates and I attacked the group on the climb. The main group started to chase us down. My teammate, who was ahead of me, looked back to see where the main group was and I was not paying attention as our wheels crossed. I don’t remember hitting the ground at 30 mph. I don’t remember being moved off the middle of the course. I do remember my wife’s face and how she tried to smile at me.
I remember her saying “It’s ok, we’re going to get through this.”
I must have looked pretty beat up because Michelle is a rock. That’s when I found part of a tooth in my mouth with my tongue. Pretty beat up was putting it mildly. About ten hours later, I checked out of the trauma center in San Bernardino. I had no broken bones, thank God. I did have a concussion, 16 stitches spread out in three different areas in my face, two broken teeth, bruising in the inside of my mouth, a slightly sprained ankle, and some decent road rash on my legs. My bike had a small scratch, but was totally fine. Apparently, I passed out on the way to the asphalt. If I hadn’t, I would have put my arms out in front of me and saved my face, though I may have broken a bone. Either way I was glad to be alive. I was reflecting on all this on the drive home from the hospital, but first I had to throw up in a perfectly sized vomit bag from the hospital. It even had markings on the side to measure the amount of heterogeneous liquid. Gross.
“Crashing is part of cycling as crying is part of love.” — Johan Museeuw, Belgian cyclist
Not Pictured: Broken Teeth
What do you do when you’ve had the crash of a lifetime? I could probably say with confidence my wife and family would have been fine if I quit cycling all together. Would I be satisfied? Finding a different sport wouldn’t be so hard, I’m sure there are plenty out there that don’t include car-like speeds and the thinnest clothing produced, other than lingerie. I don’t think I would have had any regrets if I would have quit at the moment. Feeling like I almost died is a good excuse. No one could judge me for quitting on my goals if I stopped now. I could imagine people asking me why I didn’t ride anymore and responding that I almost died would be sure to get a response in affirmation. The dilemma was whether or not I could live with myself.
My mom flew in from Florida to help take care of me for the first week, while my wife went to work. In between doctor visits, the most painful showers, and sleeping, something in me clicked. I decided this Puerto Rican was not dead yet. I wanted to keep doing this and if I didn’t get back on the bike soon, I might never get back on it at all. Two days after my crash I ordered a new helmet. Four days after the crash I signed up for the San Dimas Stage Race that was three weeks away. I didn’t tell my mom though. She worked as a nurse for a decade and knew in great detail how bad an idea this was. I studied Health Science in college, so I did too. The difference is I was young and stupid. Sorry mom.
Coincidentally, I had been in touch with Hector about working at Franco Bicycles. They were looking for riders for a photo shoot of their new Latigo RS1. It was a week and a day after my crash and you better believe I did it. I figured I might as well start a modeling career while I took two weeks off of work. I will say I was very nervous about riding a $13,000 bike on the steep sections of upper Deer Creek my first ride back, but it was just what I needed.
I didn’t move to California to be a model, but life happens.
The rest of 2017 season mirrored my 2016 season in Florida. I finished 15th overall at San Dimas, not bad for racing with head trauma. I didn’t see a top 10 until late in the season, where I got a 2nd place and a 9th place, but I was hungrier than ever. The results were starting to reflect the mental shift I had in my crash. There was something different this season compared to my last season. I had toughened up. I had about three more minor crashes that season, but every crash left me feeling me more motivated. It was as if the blood spilt on the asphalt was watering my desire to continue competing. Every painful shower seemed to clarify my goal. My determination was at a whole different level for my Cat 3 goal. Those crashes showed me something, it showed me how strong I actually was. There is this idea motivational speakers like to mention concerning someone’s “why”. Why do you do what you do? If your why is stronger than someone who is in direct competition for your goals, you will overcome them. We see this all the time in sport when a player’s family sacrifices everything for their child to have a chance at greatness. The child understands this sacrifice, and dominates all the way till they get to the pro ranks paying them back for that effort. Their “why” is very strong. Initially my “why” was more of a whim. I wanted to race with my friends. I thought it would be cool. Then I started getting anxious for it. Then I bled for it. I watched my wife sacrifice for me. It took a few years, but my “why” was strong enough to compete, to win.
Franco Factory Racing is the direct result of a community of “why”. If someone told me two years ago I would be heading up a team as the race director at 27, I would say you’re crazy. Yet, when the opportunity arose last year, I didn’t even blink. It was just a natural progression of my drive to compete. Michael Schanafelt and Hector, one of the founders of Franco Bicycles, had been talking about this for years, but neither could manage it because of how busy they both were. The way I saw it, it made sense for me to jump in. Plus, I already had my first racer in Michael. With Hector’s help, we went out and found more riders and sponsors who believed in Franco Bicycles. Franco’s Chicago partner Rob, set out to do the same thing in the midwest - finding riders and sponsors that shared in our beliefs. When all was set and done, we had two squads, one in California and one in Chicago with a total of 9 riders. Quality over quantity. It seemed like divine providence. It feels like what I am supposed to be doing. Bring on the 2018 season. Queue the winter training montage, with Eye of the Tiger in the background.
“Don’t buy upgrades, ride up grades.” — Eddy Merckx
The 2018 season is the season I learned how to win. The 2017-18 off-season though is when I figured out how weak I actually was. I had a great off-season training with Jeff Cadwell, service manager for Franco Bikes and fellow Cat 4 teammate, Leo Bugtai, local Cat 1 soulcrusher, and of course Michael, my coach and a Cat 3 teammate. Jeff sprints faster than me, Leo can climb sustained climbs faster than me, and Michael can climb steep grades faster than I can. Also, Leo and Michael can out-sprint me without any problems too. Basically, I had a few servings of humble pie every ride for four months. After four months of this diet, I was strong. I had a new team in Franco Factory Racing with great teammates. All the pieces were in place for a stellar season and a Cat 3 upgrade.
Let’s recap. To upgrade from Cat 4 to Cat 3, a rider needs to amass 20 points by winning or placing well. The points awarded depend on the amount of racers and the type of race. I started the 2018 season with 11 points. One big win or a few top 5s would suffice. My second race of the season I finished 5th out of 20 in a road race. That’s two points! I was getting excited now. I kept the top 10 streak rolling into UCLA Road Race. I got 6th out of 25 in probably the toughest race I had done. It was 50 miles and more than 6k feet of climbing. I raced the whole time with my front brake slightly rubbing and managed to get another two points! I will always imagine what would have happened if my brake wasn’t rubbing. Maybe I could’ve been on the podium, maybe not. The devil is in the details and I learned my lesson: make sure the bike is working properly before a race.
I went to San Dimas Stage Race again looking to place top 10 overall. The uphill time trial is everything in that race. It is hard to gain time on others because the following road race and crit are hotly contested and attacks rarely get away. After my crash in 2017, I did a 20:23 effort on the uphill time trial that landed me 15th place. Anything under 20 minutes the year before would have been Top 10 and I was looking to finish 19:10 or less. The day came and I gave it a very well-paced effort, that left me dead. I finished with a 19:18. I was satisfied and certain I managed to get into the Top 10–and then the results came in. 16th place. I couldn’t believe it, I took a minute off my TT time and did one place worse. That’s bike racing sometimes, you can only race who shows up and the results don’t tell the whole story. In the end I finished about 15th overall out of 73. Not bad considering the field was much stronger than last year, but I wanted more.
Two weeks later I showed up to San Luis Rey Road Race with fast legs and big goals. In the last lap, the attacks were coming on the final climb that leads up to the flat sprint finish. The year before I jumped too early on the climb and fizzled out. This year, I sat in and followed wheels. Finally the attack came from the guys who finished fourth and fifth at San Dimas. I followed as hard as I could and watched as they opened up a gap on us. No wonder they did so well two weeks prior. I came around the rider who was sitting third on the road and the course started to flatten out leading into the sprint. I didn’t look back. I could see first and second crossing the line and could feel riders right on my wheel. I started to sprint, but had burnt too many matches trying to hold on. I finished 7th out of 39. I got one point and a hug from my wife and called it a race. I was disappointed, but the upgrade felt like it was inevitable since I was a handful of points away now. On to the next race.
Michael has had a great 2018 season. Multiple wins in the Master’s 35+ 3-4 category, as well as multiple top 10s in the fast Cat 2-3 races. I now had another reason to move up in category, to race with him and the rest of the team, that were mostly Cat 3s. This year’s Cat 3 state championship race took place at the Manhattan Beach Grand Prix and Michael is FFR’s best shot at taking the title. I had one more racing weekend before this coming race to get my final two points that allowed me to play a role in that race. It was the 805 Thousand Oaks Grand Prix that featured an omnium weekend. It was in my backyard. It was also the hottest weekend to date in SoCal. Temperatures for the weekend were well into 100 degrees and the course featured a punchy climb. The first race I chased after a solo breakaway and managed a 5th place earning a single point. 1 more point to go. I also thought I was going to melt.
The sun rose on the following day and I knew this was it. Here was my last chance to get my final Cat 4 point and race at the Cat 3 State Championship. It was a forty minute crit with a drawn out climb to the finish. I saved energy for the first half of the race knowing that any attacks would fizzle out before the finish. A two person attack went with ten minutes of racing to go. I attacked off the front and bridged the gap. As I bridged over, one of the duo in the break gave up, but the other decided to continue. I looked back and the main group was starting to chase, but we had at least 5 seconds. Game on. We worked well together, hit the short climb again, and then I saw counter attacks flying off the front of the main group. Our attack is over. I start to recover and two other guys break off the front. No one chases. We have one lap to go. I know I can attack on the climb for a top 5, which is all I need to get my last point. I decide to wait. The last climb comes and I’m sitting third wheel. We start accelerating chaotically into the climb with attacks coming from all sides. I start my sprint uphill early to hold on and now I’m sitting seventh overall. Everyone who jumped early starts to slow down and I kick again with two racers next to me. I come through the finish line in exactly 5th place. I got my last point. I had imagined it for so long. Would I cry? Would I have a party? I rode over to where Michael was warming up for his race.
“I got my last point! Fifth place” I say.
“Nice work man! That was a solid race.” Mike was all smiles.
“Thanks. I’m pretty excited.” I sat down heavily on our folding chairs. I couldn’t shake the feeling of how anticlimactic it all was. There was no Rudy moment, no epic Lord of the Rings finale. I didn’t even hear a glorious soundtrack playing in the background, just the preparation for the next bigger race in mind. My phone rings. It’s my wife.
“Hey babe.”
“Hey, how did it go?” She sounds hopeful, but my wife has been nervous about my finishes since she saw me get taken by ambulance to a trauma center. Understandable.
“I did it! I got fifth and my last point.”
“Oh my goodness! Congratulations! I’m so happy for you! We’ll make some calzones tonight to celebrate.” It’s funny because this isn’t a staple celebratory meal for us–just kind of random.
“That sounds great!”
It was in that moment of hearing my wife’s excitement that all the elation of completing this goal lifted me up like a wave. We started chattering about the race and eating something special later, and I realized life is whatever you make it. You can be satisfied with your losses or dissatisfied with your wins. I decided to be satisfied and had my Rudy moment with my wife on the phone and Mike buzzing along on his trainer preparing to line up and chase his own goals. I didn’t cry, but I felt like all the pressure was off of me. I was floating and feel that same elation as I write this.
Cat 4 Overall Omnium Podium
But, our story isn’t over. Now our hero comes to the true test. My first Cat 3 crit would be the fastest and probably most dangerous Cat 3 crit of the year. I remember describing it to my mom on the phone and, while she cautioned me to be careful, I had flashbacks of her scrubbing blood out of my hair. Thankfully, I was only playing a role, like a domestique, so if it got too sketchy I could get out of the way. The day came and we checked in at Manhattan Beach. There were 90 riders in our category. This was definitely the biggest race I had ever done. Just to raise the ante, every race that day leading up to ours featured an ambulance and some kind of visit to the medical tent. Thankfully, there was a hospital close by and a fire station 10 feet from the course. Before the Cat 3 race, Michael raced the 35+ 3-4 category and finished 3rd, continuing his stellar season. Meanwhile, I warmed up and tried to get psyched for this race. I want to thank Aha Gazelle and his song Ionou Jack for getting me pumped up. I rolled to the line up and Mike was at the very front, with a sea of testosterone infused males going to war on their carbon steeds lined up behind. I had to go about 80 riders back to get in line. It’s hard to work for someone when you’re nowhere near them.
I had two objectives. First, get to Michael. Second, don’t let any breakaways stick. Michael has a great sprint so it made sense to let him duke it out at the end with the sprinters. If I could keep riders from getting away, I knew Michael would contest the final sprint. The whistle blew and I started trying to make my way up to the front. It took me five laps, or the better part of ten minutes, to reach him in the front. Once there, I followed an attack that went off the front. I remember feeling like I belonged while chasing the break. Once I caught them, I immediately felt like my heart was going to explode and fell back like 20 places while I recovered. This cycle happened about three more times until I finally started getting used to the efforts and wasn’t falling so far back. Meanwhile, Schanafelt held his spot in the first ten riders the whole race. I was, and still am, amazed.
The announcers yelled two laps to go. The tension filled the air as the riders started to look at each other, waiting for someone to make the first jump. The thing is, the first jump rarely makes it; the second jump usually is equally unsuccessful, unless you’re very close to the finish. At this distance to the line, it had to be one of the many counterattacks that would succeed. I started to drift back with tired legs, Mike was still on the front, but the whole group began to slow. The slowdown caused seventy racers to pack together across this two-lane road. The whole race up to this point had been extremely fast and stretched out, but we slowed down for the first time in 45 min. The last lap was approaching and the announcer was almost in earshot. That’s when it happened, the crash. Imagine going to a large stadium to watch a sporting event and some sanguine person stands up, yelling to start the wave. Now imagine the wave is made up of bikes flying, some guy’s tubulars popping, and the sound of bodies hitting the pavement. That’s what I saw in front of me as I desperately grabbed my brakes. I came to a full stop inches from the mayhem. I looked up and saw the front group sprinting ahead containing Schanafelt. Job done. I looked around and saw my other teammates Galen Burk and Mike Hatton, who had also evaded the crash. As a racer, I am looking out for myself, but as a race director I’m looking for the well-being of the team. I have to balance selfish ambition and the team’s ambitions. Thankfully, these usually go hand in hand.
Screaming Legs
Go Big or Stay Home
I finished in 30th place, averaged 27.9 mph, and was proud that I made an impact on our race. I eventually found Schanafelt who was glad to see the rest of us evaded the crash. He sprinted for 7th place and was disappointed. After the stellar season he’s had, it’s understandable why 7th would feel like a loss. It’s podium or nothing for him now. I juxtaposed this to my feeling of victory finishing 30th and this proves once again that life is what you make of it. You can be happy with 30th and disappointed with 7th. No matter how I perceive this result, I know I have a ways to go to catch up. Looks like I gotta queue another training montage.
I look ahead to the winter time and another big off-season where I’ll prepare to race one of the fastest Cat 3 categories in the country. I want to bolster this team with sponsors and riders. In the back of my mind, I know I will move on from this role and this drive of competition. The natural progression in my life will demand it and new goals will replace it. My only hope is that I can take the things I’ve learned from racing and apply them throughout my life. I am sure of one thing, I won’t have any regrets because I’m giving bike racing my best shot.
Written by: Jonathan Perez
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The Everyday Heroes series is a small glimpse of their life-experience and how bikes have helped them navigate their journey.
Jonathan and Michael climb Latigo Canyon. On the way up they reminisce about how they met and how bicycles plays different, but important roles in their lives.
Bikes Ridden:
Latigo RS1 Repsol Edition with SRAM eTap and Zipp 808s
Latigo RS1-D Silver with Dura-Ace Di2 and HED Vanquish 6s
]]>To start, Jorge wanted the best since Colorado demands it. So he, of course, began with the Latigo RS1 model. Then we added some fast climbing wheels, a never-say-die Ultegra 8000 groupset, and Zipp carbon components to fully enjoy any road Colorado has to offer. To top it off, we added his favorite Brooks saddle and dialed in his fit to start riding immediately.
This perfect combination of style and function can take on the massive elevation changes Colorado throws at its cyclists!
Here's the awesome build!
Frameset: Latigo RS1
Color: Racing Red
Size: Small
Groupset: Shimano Ultegra 8000
Components: Zipp SL Speed Black
Saddle: Brooks Cambium C13 Carved
Wheels: HED Ardennes Black
Tires: Pirelli PZero Velo 25c
Gearing: 50/34, 170 crankset + 11-32 Cassette
It is always a pleasure to build up our frames with parts that we believe in. We would like to thank Brooks, Shimano, Zipp, HED, and Pirelli for their continued support!
Sometimes the biggest thing holding you back from the bike of your dreams is your old bike. Instead of an old bike taking up space, have your old bike work towards getting you the superbike you really want! We call it the Trade-Up Program.
]]>We've compiled a list of awesome content from the world of cycling, racing, and design, plus motivational, inspirational, and just outright interesting stories we think you'll enjoy!
Two Wheeled Inspiration
We don't typically correlate the country of Nepal with great mountain bikers, but this video is quickly changing our minds. It tells the story of RJ, a Nepalese mountain bike guide, who's relationship with his bike goes way beyond a hobby, it's a way of life. To us, RJ exemplifies the #creatorsareheroes philosophy!
Helping Others is the Greatest Feeling in the World
Cycling is a sport for life and we all simply want to ride for as long as possible. Watch as a little boy helps an old man relive his prime by creating a Zwiftesque trainer studio. We're not crying, you're crying.
If you are feeling inspired to train, you can build your own trainer or just call us up to get a Wahoo Kickr!
Tour de France Stage Guide
Cycling Weekly has compiled the stages for the 2018 Tour de France and it's going to be epic. Alp d'Huez and the cobblestones are back, plus an uncharacteristically short stage of 65km that manages to include three climbs! This year is sure to be one of the most exciting yet!
How to Climb Faster
GCN is famous for its "How To" videos, but this climbing video gathers all the most unconventional strategies to crush climbs. Finally, here are some ways to get faster–without actually training.
The 2018 World Cup: Germany Out, Mexico In, and it's Barely Halfway Done
If you haven't been watching the World Cup, you may be missing the most exciting World Cup ever. Mexico is at the center of the drama as Germany gets knocked out of the group stage for the first time in 60 years. Who knows what will happen next!
It is a proud moment when our bikes are tested by our peers in the industry. Especially, when they are one of the most influential bicycle magazines around!
This Latigo RS1-D is headed to Bicycling Magazine to be rigorously tested. Based on the feedback of every Latigo RS1 and RS1-D owner so far, we are confident they will enjoy every pedal stroke.
We also want to thank Mavic for helping by supplying this amazing wheelset to finish off this premium build! This Mavic Cosmic Ultimate SL UST Disc is due to be released in 2019, this is a first look for all of us!
Here's the epic build!
Frameset: Latigo RS1-D
Color: Team Blue
Size: Large
Groupset: SRAM Red eTap HRD
Components: Zipp SL Speed Black
Saddle: Fizik Antares 00 Saddle
Wheels: Mavic Cosmic Ultimate SL UST Disc - 2019 Release Date
Tires: Pirelli PZero Velo 28c
Gearing: 52/36, 175 crankset + 11-28 Cassette
Fit Specs: Saddle Height: 780mm, Reach: 585mm, Drop: 79mm, Setback: 90mm
It is always a pleasure to build up our frames with parts that we believe in. A huge thank you goes out to Mavic for supplying their wheelset and Fizik, SRAM, Zipp, and Pirelli for their continued support!
Fill out the form below to start your own Latigo RS1-D!
]]>We've compiled a list of awesome content from the world of cycling, racing, and design, plus motivational, inspirational, and just outright interesting stories we think you'll enjoy!
Rashaan Bahati takes us on board in one of the fastest and most exciting crits in California. See what it took to get the win!
Watch Porsche designers break down their thought process as they worked through the striking Panamera model. Porsche is known for its incredible automotive design and fidelity to its iconic design, which has inspired millions of creators, including us at Franco Bikes. #creatorsareheroes
Motorcycle racing has a special place in our hearts. The competitiveness, the skill, and the two-wheeled battles gives us goosebumps. Relive one of our favorite MotoGP races, with Valentino Rossi and Casey Stoner at Laguna Seca in 2008.
There's only one way to describe Rallycross: wild. We absolutely love the mixed-terrain racing, the massive dirt drifts, and crazy jumps. These are, essentially, the Grimes R1 of the auto-racing world.
In what is widely regarded as the biggest upset to date at this World Cup, Mexico overcame the odds and beat the defending champions, Germany, in their opening game. Their fan base was so lively there was an "artificial earthquake" that registered on seismic sensors during the defining goal.
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In our effort to answer this question, Franco Bicycles will be showcasing riders from our two Franco Factory Racing squads to hopefully find some answers over the next year.
Our next rider showcase is Cat 1 Chicago Squad member Tim Strelecki, whose supportive wife and his lifelong passion for bikes saved his life. Here's a glimpse into the mindset it takes to compete at the highest level and of a hero to all of us here at Franco Bicycles.
You can follow Tim on IG to keep up with his training and racing! We love to celebrate our riders and now you can too by with the FFR Supporter Kit.
The FFR Supporter Kit was designed to celebrate all the individuals involved in bringing FFR to life; the 9 individuals, their families, friends and communities, and the 9 sponsors that believe in the vision. Become an Everyday Hero!
Growing Up On A Bike
Bikes are all that I've ever known. It all started when a neighborhood friend introduced me to BMX at our local track on Long Island. I went to watch him race and I came home to my parents and told them how cool it was and that I wanted to try it. The next week I had a bike and we went out and raced. I won my very first race and it took off from there.
Racing on a local level for a few years turned into racing State Championships. I won five NY State Championships in my early years. Then it turned into competing on a National level against the best riders in my age category. This meant racing all the California kids that were sponsored and were young bad asses with all the magazine coverage. After a few years of getting my butt kicked and my parents questioning their investment, I turned things around and managed to do better, get sponsors, and started to win on the National stage. I went from just making main events, to winning the main events, to winning National Championships. 7 National Championships to be exact. During that run, I was also part of the US National team that competed in World Championships. I went to 5 World Championships and won 4 of them. I was a bronze medalist in the other. Not a bad run.
After a successful amateur career, I turned Pro at age 18. I would not achieve the same level of success that I had as an amateur though and suffered quite a few injuries and setbacks. After a bad crash at the trails, resulting in a broken left tib/fib and a shattered ankle, I decided to call it a career in BMX. I determined that, after 20 years of racing BMX, I had accomplished all that I could and couldn't keep dealing with the setbacks. The curtain had closed and it was time to call it a career.
My Wife & Life After BMX
My wife and I have a special relationship. We started out as roommates when we lived in California. She was around for the latter half of my BMX life and understood this was what I did and saw how much (or little at times) I put into it. She knew the passion that I had for what I loved doing. For almost 18 years now she has dealt with me and my passion for bikes and my competitive nature.
Make no mistake, it hasn't been easy. I was a really selfish prick at times and made sure that it was all about me and what I needed. Especially after BMX, when I got into a 6 year triathlon "career". I attacked triathlon with the same ferocity and intense purpose that I had in my BMX career. Maybe even more, now that I think about it. After all, you gotta be good at 3 sports. And it takes a ton of selfish "me time" to be somewhat successful. The triathlon bug eventually worked its way out of my system once I gained some clarity and realized that it was actually straining our relationship and our marriage. Not to mention that it's a ridiculously expensive hobby to have.
I transitioned (pun intended) from triathlon to road racing full time around 2005-06. All the triathlon training payed off because I won the Cat 4 SCNCA State Road title in 2005 and had some good success in the So Cal crit racing scene, with the likes of a then junior, Justin Williams racing for Major Motion, and Charon Smith on occasion. It's awesome to see where they have gone with their careers and what great ambassadors they are for cycling.
Dark Times & Darcy's Support
At the end of 2006 Darcy and I moved to Chicago. I transferred with my job and Darcy was ready for a change. However I don't think that it was the change that we wanted initially.
You see, after moving here I sank into another depression. My first came after the injury that ended my BMX career. I became addicted to pain medication and alcohol. I almost committed suicide. Thankfully, Darcy was there for me. She saved me, but I had picked up where I left off years earlier with alcohol. For the next 8 years I drank everyday and forgot completely about bikes. I would race maybe 1-2 times a years as a fat alcoholic "cyclist" in some random cat 5 crits. All the while Darcy was there offering support. It wasn't until August 15, 2015 that I decided that I needed to make a change.
I gave up alcohol and all its ugliness, got back on the bike, and fell back in love with everything that cycling is and means to me. Yet again, Darcy is by my side and holding my hand through all of this offering her support and love.
As an older more experienced athlete, going through what I have gone through, I am able to strike a good balance between Tim 'the cyclist" and Tim the "husband". My eyes are more open to what really matters in life. Results are cool. Podiums are fun. Wins are awesome, they validate all the blood sweat and tears that I pour into my training and racing, but all of it means absolutely nothing if my wife is not there to share in the highs and lows. We are a team and I couldn't do any of this without her. Period. To prove my point, in 2017 I won the Illinois Masters' State Crit Championship. Cool, right? For me, it was an empty feeling because my wife was out of town on business and I couldn't share it with her.
Risk vs Reward in Racing
To me, the risk far outweighs the reward, 100%. The actual amount of people that see the success is so minute in the cycling bubble that sometimes we are left to wonder why. The answer for me is simple. It's all I know. I've always poured my heart and soul into training and racing. There is a saying that I live by,"train hard so racing's easy." It's just how I go about my training and racing. I do have some perspective in my older years though. I am married, I have a full time job, I have responsibilities that require me to be healthy and not cooped up in the house on crutches or in a hospital bed. But in the moment when everything is full gas, you tend to forget all that and throw caution to the wind. It's what the Type A personality racer does. I am confident in my abilities and skill level on the bike. So in those moments, I make sure that I am fully aware of my surroundings and get myself out of any potential situations the best i can.
Racing at a higher level and taking those risks, and sometimes reaping the rewards, has afforded me the opportunity that I have right now. To represent Franco Bicycles and to be part of the Franco Factory Racing team and all of our great partners that share the same philosophies. Racing is cool, but building a better cycling community is the real reward in all of this.
Success vs Process
I think that in the moment, I am happy with the success and totally forget about the process. It's only when I have time to decompress and reflect that I am able to look back and enjoy the journey that it took to achieve that particular success. It works both ways though and you have to keep things in perspective. I find that during the high moments when success is achieved, it's quickly forgotten and the feeling goes away. It's when the goal or result is missed that it really stings. That feeling seems to linger for me. I have high expectations for myself and I try my best to make sure that I do my best to achieve what I set out for. I have a tendency to sit and analyze everything that "coulda, shoulda, woulda" been.
A long time ago Darcy created a rule that I absolutely MUST follow to this day. I am only allowed 10 minutes after a race to be pissed off if the result is less than what we had hoped for. To this day I honor it and in those minutes I deal with the BS that's in my brain and then go back to Tim "the Husband." However, when the training resumes, those feeling of failure resurface and come to the front of my mind and I am able to push myself in hopes of achieving the next goal or objective. Thankfully though, I have my coach who helps with the planning/fitness and post race breakdown. His perspective helps validate and evaluate everything.
The process is enjoyable when the form is good. I don't think that I've ever heard any athlete psyched about a bad workout. But again, it's all about perspective. It's not about going hard 100% of the time. My coach has actually taught me to take rest/recovery days and or weeks. At first it was unsettling and hard to feel like it served a purpose. I now understand that it's all part of the process and to have the quality and success and get the good data out of the workload, you need those days.
Written by: Tim Strelecki
Tim rides a Latigo RS1
]]>We've compiled a list of awesome content from the world of cycling, racing, and design, plus motivational, inspirational, and just outright interesting stories we think you'll enjoy!
Singer Porsche
Top Gear Magazine interviews a classic Porsche enthusiast based in California, who decided to create a business around the idea of celebrating these iconic cars by rebuilding them with a modern custom twist. We have been long time fans of Singer and their creative side gives us major Franco Bikes vibes.
SMMT Begins!
The 8th Annual Santa Monica Mountains Challenge is upon us! This three month challenge is now bolstered to a total of 45 segments by featuring 15 brand-new gravel segments alongside the 15 road and 15 mountain climbs. Register and ride the biggest and most iconic climbs in the Santa Monicas, including the soul-crushing Deer Creek!
What Keeps the Pros Excited About Racing?
In a recent interview, Dan Martin shared the challenges he's faced this year and how his recent Dauphine win has changed his mindset. This reminds us of our own pursuit of the question, "Why Race?" and the motivations of the Franco Factory Racing team members.
Experiments in Speed
A bicycle, a man, and the bicycle land speed record. When the dream of breaking the land speed record grabs hold, how far will a frame builder go to achieve that dream?
What We're Listening To
Money Grabber - Fitz & The Tantrums
We built up the bike with custom geometry for a perfect fit, a HRD Dura-Ace Di2 groupset, Zipp 303 NSW wheels, Zipp Carbon Components, and an awesome Fizik saddle.
If you're in the Santa Monica Mountains region of California, keep an eye out for Kevin and his eye-catching Latigo RS1-D!
Build Your Custom Latigo
If you think you can benefit from custom geometry, give us a call at 805-498-3700 or fill out this form like Kevin did and get started on your own beautifully tailored bicycle!
]]>We've compiled a list of awesome content from the world of cycling, racing, and design, plus motivational, inspirational, and just outright interesting stories we think you'll enjoy!
The 2nd Annual Rivet Raid
On 7/21/18, our good friend Bjorn has made the question "Are you savage?" into a physical entity by creating a 70 mile/7,200 ft ride with a mix of asphalt and gravel. This is the Southern California ride you don't want to miss. We'll be there riding and supporting The Rivet Raid, join us!
Dirty Kanza
The epic 206 mile gravel race took place this past weekend in Kansas featuring some of the grittiest racers in the country! None showed more grit than former-pro Ted King as he went solo for the last 40 miles to secure his victory for the second time.
ENVE G Series
Speaking of gravel, ENVE just dropped their new gravel specific rims featuring pinch-flat resistant technology, 700c and 650b options, and a tough, but lightweight design. Gravel may never be the same! If you're looking at a new Grimes R1, this wheelset should be one to consider!
Evolution of the Bicycle
This entertaining short video cleverly shows how the bike has changed over the years, starting from a simple wooden design to the complex machine that has inspired Franco's design!
Top 5 Sure Signs You're a Road Cyclist
Finally, we can put this issue to rest. Here's undeniable proof that we at Franco Bikes are, in fact, road cyclists. Case closed.
Until next week,
The Franco Team
]]>In our effort to answer this question, Franco Bicycles will be showcasing riders from our two Franco Factory Racing squads to hopefully find some answers over the next year. Our next rider showcase is Galen Burk, who turned to bikes to battle his weight and a long-time member of the bicycle industry. Read on, meet our good friend Galen, and follow him on IG to keep up with his training and racing.
Bicycle racing is hard. So, when I decided to take it up again that decision was accompanied by a host of emotions—mostly anxiety and anticipation.
I am not a big guy, just 5’7”. Though at one time in my life my weight got up to 180 lbs. I had denied it for years, but the pants weren’t lying. I was shocked when I got onto a scale. I decided something had to be done. I hadn’t exercised in years and after a series of events I ended up back on a bike. I rode when I was younger, so it wasn’t the first time, but it had been a while. After getting permission from the “boss” for a new ride, commuting to work, and eventually joining a cycling club I lost 37lbs give or take. I promised myself I would never get heavy like that again.
Fast forward to 2012, my last year of racing, I was promoted at work. It opened new opportunities, but things got complicated and my riding time was severely reduced. I think I may have even gone an entire month without getting on the bike. Can you guess what happened? My weight shot up. I never said, “I’m not racing anymore” and I kept renewing my license, but I wasn’t training and I wasn’t racing. This carried on through to February 2016. I was now 169 lbs. Not quite as bad as before but I felt like I broke my promise to myself. I was riding regularly again but it wasn’t enough. I downloaded an app to help me track the in-and-outs of my calories. Slowly but surely the weight began to come off. Then something terrible happened, but created a great opportunity.
I was laid off in June of 2016. Suddenly I had some extra time in my life. So, while hunting for work I began doing longer rides regularly. I still wasn’t fast, but physically I felt good and my weight was very much under control; I could eat and drink anything I wanted to. The longer rides provided an additional benefit—they helped me deal with the layoff.
During my unemployed period I found myself at Franco Bicycles helping with some odds and ends. I have known Hector and Julian for a bit and it helped me being there. They’d been talking about a new team and wanted to know if I was interested. I said I was, but to be truthful I wasn’t sure. I wasn’t sure I could hack it anymore. All the training (time and pain), the racing (more time and pain, nerves, plus driving all over the place), probable crashing (hurts and can be expensive) … I just wasn’t sure about the commitment. It is still daunting even now after making the decision to do it. So, I was a bit wishy-washy for a while. Then Jonathan told me about the Santa Monica Mountain Challenge. I couldn't say why I’d never heard of it before, but I hadn’t. I started knocking out the climbs one by one. I didn’t light it up or anything, but I was climbing faster than I had ever before. Suddenly this racing idea didn’t seem so farfetched. I can’t say I’m in the best shape of my life, that was 10 or so years ago, but I believe I can be competitive. And I might be able to help my team mates.
I am still anxious about getting out there again, but I am also looking forward to seeing how I do. We have a good group of guys and a great group of sponsors. It should be interesting…I will be finding out soon. I’ll let you know how it goes.
Written by: Galen Burk
Bike Profile - Custom Latigo RS1
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