Our New Fitting Studio!

The Beaverton store has had a strong reputation for bike fitting for some time now. Excellent methodology, decades of experience, and best-in-class tools (which continue to be upgraded - more on that at a later date) have made Bike Gallery a well respected purveyor of cycling comfort. Now, in the interest of continued improvement - we've done some "rearranging" of our fit studio at the Beaverton store. It's been said that the appearance of your fitting area tells your customers just what you think of them. Well, we hope this shows you just how much we like you... (Click for larger pictures...)

Where all the action happens...the platform allows for perfect leveling of the bike, comfy chairs for you to sit in while we make adjustments, mirrors for analyzing your position, and a full complement of tools.

The fit studio also doubles as a sales space for some of our custom offerings - so we have just a few of these on display. Nothing under $3000 here - and currently topping out at $11k! (The Parlee Z1 seen here)

Just a few of the custom options available to you - on your current bike or your new built-to-spec Trek, Parlee, Orbea, or Co-Motion. Color samples for custom painted Co-Motions and top-shelf shoes from Specialized and Shimano are also pictured. The blue box is our Shimano custom-fit oven for the thermo-formed R-300 and M-300 shoes. (That thing's been getting a workout lately...)

A real world-champion's jersey (not a replica) signed by multi-time MTB cross-country
World Champ Julien Absalon.

So, hopefully you've gotten a good glimpse at how important you are to us... :) Our goal is to give you the absolutely best service we can and do it in the best environment we can provide. I have to say...after building one of the most successful road bike "pro-shops" in the Southeast, this room is certainly a best-in-class facility. I love spending time with my clients here and I hope to get the chance to work here with you to help you get the same kind of enjoyment from your cycling experience as I do.

Finally, as I alluded to earlier - we have some fitting tool upgrades coming soon. It's mostly the kind of things that bike fit geeks like myself get excited about - but I'll post about them none the less. It's all about serving you better.

Thanks for reading!

Pat D's Record Parlee Z3

I delivered a Parlee Z3 earlier today to Pat - who has waited patiently since just after the North American Handmade Bicycle Show for his bike. Well, Pat - I think it's going to be worth the wait! I'm not going to do a lot of writing about it - just let the pictures speak for themselves. But, here's a quick run down of the details. The frame is made-to-measure, working off Pat's 20+ year old custom Bertand, but making a few tweaks to the position; shorter top tube, taller head tube, to improve Pat's position and comfort on the bike. Unidirectional carbon main tubes with 3k woven carbon joints were used.

The components include: Campagnolo Record UT Compact group, Fulcrum Racing 3 wheelset, Campagnolo Record Carbon seatpost, Ritchey WCS Ligic alloy handlebar, Ritchey WCS 4-axis carbon matrix stem, Selle Italia Flite Gel Flow saddle. No compromises! Weight with Shimano Dura Ace pedals: 16.29 lbs!

Excellently color-matched parts - and Racing 3's on a Z3 - it was meant to be...

The Record UT Compact drivetrain. The crankset uses a Hirth-style link; a design borrowed from the automotive industry.

A close-up of the custom Parlee full-carbon front derailleur clamp. Ensured to be perfectly round and provide even clamping force around the circumference of the seat tube to prevent crushing the tube. No detail is overlooked.

A nice head-on shot showing the Campy D-Skeleton brakeset, Chris King headset, and distinctive Parlee headbadge.

Enjoy your bike Pat!

Continental Gran Prix 4000 s

I've been meaning to write about these tires for a while - I received a set last summer from my Continental Sales Rep, Adam (back in Tennessee) and then neglected to mount them on any wheels before moving to Oregon. Well, Oregon winter weather came and went - spent on my favorite winter tires from Michelin - and I've now switched back to using my Bontrager Race X Lite Aero wheels; on which I had installed the 4000s'.

I've spent a lot of time on Michelin tires - which I love; but I don't really like the break-in time required to scuff them in and wear off the waxy residue on the rubber. I've never had that problem with and of the Continentals I've ridden. I can install them and immediately go take a nice, fast, aggressive descent and not hear the "chirping" sound that I've come to know as my new Michelin's skip through a corner. The Continental tires bite the pavement beautifully in a loaded corner from day one and the 4000s iteration is no different. In fact, in the 250+ miles I've ridden on them so far (with plenty of high-speed, twisty downhills) I have yet to find their cornering limit. I can't push these tires hard enough through a corner at 40+ (or a tight hairpin at 25-ish) mph for them to let go and make me wish I hadn't done that. I'll attribute this to Conti's claimed 30% improvement in grip. Hard to measure exactly - but noticeable in cornering confidence.

Now, all new tires are faster when compared to older tires - maybe marginally; but they're faster. Continental claims a 26% decrease in rolling resistance on the 4000s; but in the real world I'm not sure I'm ready to confirm that. Granted, my studies are not exactly scientific. But, I don't feel myself going measurably faster. And the reality check here is - a 26% decrease in rolling resistance does not result in 26% more speed. Rolling resistance is one of the smallest factors that a rider has to overcome; so the improvement is small at best.

What I notice in addition to the extra grip is the compliance. I don't recall that Continental has made any claims - but I do notice a smoother ride versus the other Conti's I've ridden; which were already pretty comfy tires to ride. The 4000s' are so cushy that I've spent more time than I'd like watching my tires to see if they're going flat. Which they haven't - which is almost all I'll say about the puncture resistance of the Conti's - due in part to the Vectran Breaker which is woven into the tire's casing. (Sorry, flats are the only thing in life I'm superstitious about; so I don't talk about them. Weird, I know.)

So all this is to say that I'm quite happy with the tires and would recommend them to anyone if you're looking for a good, fast, cushy, grippy tire - with excellent tread life to boot! The center ridge on mine has still not worn off - after over 250 miles on NW Oregon's rough and/or chip-sealed roads.

But, if you're headed to the store to pick up some tires, be sure to get the "s" model. There is a Gran Prix 4000 which came out almost 2 years ago and is a great tire. The 4000s incorporates Continental's new "black chili" rubber compound - which gives this tire it's improved characteristics and unique ride.

Bontrager pulls Aeolus 5.0 ACC Wheelset

In a press release issued to Trek dealers not long ago, Trek announced the following:

"As you know we have faced several challenges in getting the Aeolus ACC into full production. Each iteration has brought new hurdles we have tried to clear. At this time we have reached a point that we do not feel we can produce this product and attain our goal of Best in Class. We are therefore pulling this product from the line. We will continue to evaluate the best course of action to make a product that reaches our original parameters for this project. Until we have that course laid out, we feel it is best to withdraw the wheels from the line rather than continue to push orders off indefinitely."

I'm posting this here for a couple of reasons; 1) to tell you that this does not mean that any Aeolus 5.0 ACC's currently in the market do not meet Trek/Bontrager's standards. These will have full 5-year Bontrager Warranty coverage and are a fantastic product. 2) to tell you that if you've been considering getting a set - don't hesitate. These are now a rare commodity! I may very well miss out on getting a set myself (I want some badly!) because I haven't saved up my money for them yet. Find some and get them - you can't lose!

2009 Orbea Orca Surfaces at Bike Gallery

The Orbea Orca , in it's relatively short life-span, has constantly pushed the envelope of design and appearance in the American bike market. It's first iteration created a new template for comfort, fit, and aesthetics. And as other bike companies catch on and mimic, the Spanish design and development company inches the line further forward, keeping everyone on their toes. Even the revolutionary 2008 Trek Madone has been accused of taking styling cues from the still popular second-generation Orca, which debuted in 2006.

So, for the early-release 2009, Orbea had quite a tall set of expectations to live up to; and while this latest iteration does not stray from the functional design of it's predecessor, the improvements are measurable and worth while.

2009 Orbea Orca w/ Shimano Ultegra SL

The shaping of the frame has stayed the same. Orbea's "Size Specific Nerve" (SSN) design makes sense and they obviously spent a lot of money developing and producing the technology, so why not stick with it. But, the 2006 Orca, in spite of the SSN, still suffered from some criticism from riders - especially they Orbea supplied pro teams. Many of the teams elected to ride the stiffer Opal frame because they weren't satisfied with the efficiency of the Orca at it's then current weight. So, Orbea set out to please their pro teams and therefore gain better public relations from their most important marketing investments - the tradesmen who ride their machines. And I think it's important not to underestimate the importance that the pro-rider feedback plays in the development of a product and it's performance in the marketplace and on the road. After all; look at what Lance and U.S. Postal/Discovery did for the Trek Madone.

First, stiffness. While the frame itself was gorgeous - it suffered a lack of competitive efficiency due to a somewhat flexy frame. So, Orbea changed the lay-up of the carbon in key areas of the frame; focusing on improving stiffness without sacrificing durability or comfort. You see, stiffer carbon fiber plies are often more brittle than the more compliant plies; leading to a frame with less durability and less vibration absorbing qualities. Orbea understood that and judiciously applied the most stiff fiber their supplier manufactures in areas and amounts which take all qualities into consideration. To the discerning critic, even the simple flex test of pressing your foot against the crank arm yields a slightly different response when compared to last year's model (although, admittedly, it is hard to tell whether this is a result of frame stiffening or the presence of the Ultegra SL crankset which uses a stiffer, stainless steel crank spindle - borrowed from Dura Ace - than the standard Ultegra crankset).

Second, weight. Now, I'm well known for valuing stiffness over light weigh - as at over 180lbs, I'm a big rider. But, if I can get both light weight and adequate stiffness from a product, you're at least guarantied my attention. So Orbea looked for areas where they could pear down the weight. Most noticeably - the beautiful and original integrated cable-stop headbadge. While it looked great, it was rather portly. So it was naturally replaced with carbon fiber.

The new carbon fiber integrated headbadge/cable stop

Second was the seat clamp. Also a beautiful and eye-catching design previously; but a little heavy. Here though, Orbea selected Magnesium; representing a significant weight savings, but offering similar clamping ability to the previous aluminum clamp. Magnesium is often blasted for it's durability - but in a application like a seat clamp; with less opportunity to fatigue, it actually makes sense.

The new Magnesium seat clamp - notable only by it's anodized black appearance.

Also falling victim to the designers' paring knives were the dropouts: shedding 25 grams; seat tube insert: -8 grams; front derailleur hanger: -6 grams; bottle cage bolts: -8 grams; and a 15 gram weight loss from it's more simplified color scheme. Small changes all, but resulting in a combined total of 88 grams; nearly 1/5 of a pound.

And, the new version came out in time for the pro teams to ride for the current season - resulting in an early release for the rest of the market. Just in time for the riding season.

The new Orca is available with several stock build kits or assembled to your choice of specifications through Orbea's "Made to Order" program. Come on in to Bike Gallery or check it out at orbea-usa.com

Orbea 2009 update coming soon...

We've received some new and improved 2009 Orbea Orcas (and closeout 2008 Orbea Ora TT/Tri bikes) and I'll highlight them soon. Check back later this week.