Now that cyclocross season is in full swing, Challenge Tire feels it’s time to get nostalgic. The Italian tire manufacturer is resurrecting the Fango tread. This limited edition offering will see only 100 tires created with the Fango tread in never-before-seen orange sidewalls. So, if you’ve been waiting patiently for the Fango to return from the dead (it is Halloween, after all). Scrape that old glue off your wheels, stretch your hands, and prepare for some tubular Fango action.

What is the Challenge Fango? 

For those who are newer to cyclocross or don’t follow tire trends as closely as this nerd, let me catch you up. The Challenge Fango is a unique tire that predates the most popular Challenge treads. It launched in 2008 and was supposed to be a direct competitor to the famous Dugast Rhino, which ruled the mud seas then. After its unveiling, the Fango was met with excitement or disdain. 

The tread is highly designed, with some touches that still make me scratch my head. But, you gotta remember, this was three years before the Limus, Baby Limus, and others. The Challenge catalog was limited, and the Fango was the mud tire. 

Fond Fango Memories

Nonetheless, many riders, like longtime cyclocross pro and owner of Cycle-Smart Adam Myerson, have fond memories of the Challenge Fango. 

“When the Fango first came out, it was designed as a mud tire, before the Limus existed, and all we had were Grifos. But it turned out to be an amazing grass tire when you needed a little extra pedaling and braking traction going straight and more aggressive side knobs for leaning over in soft, but not necessarily muddy, turns. It was the perfect tire for New England-style tracks with a typical mix of fields and woods.”

Adam Myerson

Challenge Fango Tread 

The Fango tread is unique, and there are certain instances in which the tire excels. What is Its most defining feature? That has to be Fango “scoop” in the center tread — 100%. 

In the center of the Fango tread, there is a long diamond shape with a scoop. The scoop has a rounded edge, unlike the flat, sharp edges we see on the Baby Limus and others. This scoop sheds mud but doesn’t dig into it for grip…so it’s an anomaly. 

Where Does the Fango Excel? 

Where the Fango pulls its weight is the sharp mid-cornering knobs. The outer edges are like the Grifo center tread but more of a “T” shape and vertical. A diamond staggered between the scoop for good and some mud-shedding capability. 

As far as course application for the Fango, I echo the Myerson quote above. It’s a heavy grass tire. But like all tires, every tread isn’t for everyone. I like the Baby Limus for many courses, while others might pick the Grifo or even a Dune. 

That said, tire choice can come down to personal preference and what gives you the most confidence on the course. A perfect course for the Fango would be a grass-heavy crit-style track with lots of high-speed corners.

Challenge Fango Limited Edition Details 

• Conditions: Wet/Grass
• Tire Type: Tubular Only
• Casing: Challenge Pro Edition 300 TPI
• Color: Limited Edition Orange 
• Weight: 445g
• Price: $100
• Availability: Now 

Ride Impressions: Challenge Fango Limited Edition 33mm 

When the Fango came across my desk, Challenge hit me with a wave of nostalgia. I remember when this tire came out and I was very excited about it. I was running clinchers with latex tubes and more baby powder in the tire than is customary…it was 2008, and I needed all the help I could find. The Fango was my ticket to finally becoming a mudder…

Remember When…

I haven’t looked at the Fango Tread in a while, and seeing it now, I understand why the tire has some dedicated followers. It’s a sharp tire with many points and edges (excluding the center scoop). The sharp edges are lone and have no connecting knobs or bridging to others (like the Limus), so they flex independently and offer some suppleness and conforming in the tread. 

The Challenge Pro Edition casing has a limited edition orange sidewall. Challenge tires usually arrive in Red (Team Edition) Tan (Poly casing) or older Tan/White sidewalls that are years past Team Edition “S” (soft) tires. The orange (or Pumpkin Spice, as I’ve been calling it) colored side wall sticks out and looks fantastic amongst the turning leaves. It also stands out on the bike, and it is guaranteed to get you some “What tires are you running?” conversation starters at the course pre-ride.

My initial thought about the tread is tire wear and how quickly those sharp knobs will dull on the pavement, but like we said – this is a grass/mud tire. It shouldn’t be hitting the tarmac for long sections and only for racing.

The second chevron (after the scooped one) is where the digging happens and where the grip and braking traction come from. It’s also a hollow knob and looks like a circumflex (caret) symbol with flexible lines that will move while under pedaling or braking force.

On the Cyclocross Course

I mounted the Fango Limited Edition to a set of Bontrager RSL alloy wheels (which they aren’t making anymore?). They glued up nicely, and I didn’t do much tire truing after the fact. 

On the course (a grass-heavy chosen track), the Fangos were great. I wasn’t hitting every corner at race speed, but I could see that the tire had a place, and that place was wet (and early morning dew) grass. When pushing the speed, the Fango slides slightly and hooks up in very damp corners. In dry grass and damp dirt corners, the Fango grips and has enough purchase on the ground that you can sprint out of the turns with no slipping repercussions.  

On wide open, soggy, thick grass, there is no slippage or burning out; it’s all grip. The Fango is slightly squirmy while cornering on the pavement, but nothing over what most mud tires feel like. 

I didn’t have a chance to ride them in full-on natural mud (we’ve only had these for a hot second), but there is a quick point where they grip and then become slicks. Depending on the mud style (slick over hard, peanut butter, or mud soup), the Fango would perform the best in slick over hard. 

Would you Race the Fango? 

Yes, but. For cyclocross, part of the fun (and annoyance) is the equipment and piles of wheels and tires. Mounting and allocating a wheelset only for the Fango tread would be tough. If I had endless wheels, rotors, and cassettes all the same, ready to rock like a professional Belgian cycling outfit – yes, 100%. I would be happy to have them in my tire quiver. But that’s not the case. I know my treads and what I like, and the Grifo and Baby Limus play better with my mountain bike style of bike driving and steering. 

That said, many riders feel the Fango is THE tread for them. That’s why there are so many tire options and combos. 

To those riders (and I know many), I say, “Get them while you can!” as this is a limited edition run and might be the last time you see the Fango. 

Challengetires.com

The post Exclusive: Challenge Issues 100 Limited Edition Fango Tires With Orange Sidewall  appeared first on Bikerumor.

Vision Wheels has slowly revamped its road offering over the past few years. The change has garnered wider tubeless ready rims, updated hubs, and overall versatility. With this change, the higher-end wheels received the update first, and then the tech slowly trickled down. The Vision SC (Service Course) 30 AGX wheelset is the latest on the receiving end of the tech updates. Vision didn’t change much from the higher-end SL version. However, they gave this wheelset its own path, with a deeper rear rim and gravel capability.

What is it? Vision SC 30 AGX Disc Wheelset

Vision’s newest low-profile carbon wheelset, the SC 30 AGX, offers nearly the same rim as the SL versions but at almost half the price. How? They swap out the PRS hub (reviewed here) for a less advanced (but solid) pawl-driven hub. If this sounds familiar, thats because it is. We reported on this at Sea Otter Classic, and the wheels even received a “best of” award. 

The Vision SC 30 AGX Disc wheelset is the latest addition to the Vision AGX (gravel and all-road capable) line. It is the first to employ two different rim depths on the same wheel. 

The front of the SC 30 AGX is 30mm deep, and the rear is a slightly taller 35mm. Both use the same 24 straight pull spokes and lacing pattern. The internal rim width is modern and measures 22.55mm with a solid hooked bead wall. 

I’m new to the updated graphics package of the newest Vision wheels. It’s classic but with a modern twist of overblowing the logo. It’s subtle enough that it doesn’t call out much and won’t throw off your bike motif. 

Vision SC 30 AGX Weights 

Vision SC 30 AGX Wheelset Details 

• Front wheel: 30mm depth rim
• Rear wheel: 35mm depth rim
• Internal Rim Width: 22.55mm
• Outer Rim Width: 30.11mm
• Tubeless-ready – Clincher rim
• Centerlock rotor mount
• TA-12 and X-12
• Six sealed cartridge bearings (2F + 4R)
• DP Spokes – 24F / 24R
• Includes rim tape included
• Artisan-built, entirely by hand
• Alloy freehub: Shimano 10-11sp, SRAM XDR
• Weight: 1547g (with tape and valves)
• Price: $1,298

Ride Review: Vision SC 30 AGX 

I was very excited when the Vision SC 30 AGX came across my desk. I am a fan of Visions wheels, having raced their tubulars for years in cyclocross and deep-section wheels on the road. 

Most riders know Vision wheels and components, but they mostly come from various World Tour teams and OEM products that arrive on their bikes. I feel Vision sometimes gets a bad wrap, and riders write them off as the “gear that comes stock” on the bike they purchased, not as the upgrade gear that riders look at for a performance boost and speed. The new Vision SC 30 AGX wheels prove you can have performance, reliability, and rational pricing in an all-around wheelset. 

So, are they gravel wheels? Good question, and the answer is… Sorta. The Vision SC 30 AGX fits that niche of all road and gravel that floats between categories. The rim width is enough to fill out a 40-45mm tire well without getting the lightbulb effect. The same applies to modern road tires; the SC 30 AGX works very well with a 26-30mm road tire. So, they have a progressive road feel and a slightly conservative modern gravel feel. For cyclocross and anything in the 33-40mm range, they are perfect (rim-wise).

On the All-Road

For the road and all road portion of my time on the SC 30 AGX, I opted for a thicker casing Teravail Telegraph 30mm tire. It’s a tire I wouldn’t flat on gravel exploration and one that rolls pretty well on the tarmac. 

My first impression of the SC 30 AGX wheels was, “These feel light.” When actually — they are not. At 1547g, they are closer to the weight of XC mountain bike wheels. However, the overall weight of the wheelset was in the hub. This is similar to my sensation when I recently reviewed the FSA KFX i28 MTB wheels. 

The wheels feel nice and calm on the open road. They are only 30/35mm deep, so they don’t catch much wind. They do have a nice roll, slightly rounding out the rough spots and delivering a punch when needed on a steep climb. 

The size of the 30mm tire paired with the 30mm rim boosts confidence in cornering without feeling dull, like some wider rims.

Familiar Color Palette

Regarding aesthetics, the SC 30 AGX adheres to a familiar style guide that the top-tier Vision wheel follows. The graphics are subdued, pale grey, and pop slightly in the sun. The rims have a matte finish, with UD carbon and a slight rise in the middle. 

To Gravel and Beyond 

Most, if not all, of my time on the SC 30 AGX was spent riding gravel and cyclocross. Light gravel is where the wheels shine. The amount of abuse and power washing (cyclocross is excellent for your equipment) is worth noting. I’ve flatted several times while on the SC 30 AGX wheels but have yet to see rim damage. I’ve often thought, “There goes the rim,” only to find a sliced tire and an unscathed rim. 

Some (most) flat tires occurred from experimenting with the lowest pressures I could get away with while training in our cyclocross course. The 30mm rim width allows for an excellent contact patch without lowering the pressure much to get the desired feel. Paired with the 30/35mm depth, the wheelset has some natural give that helps soften the roughest roads and grassy fields. 

To me, the wheelset shines as a true all-arounder, allowing riders to roll from road to gravel as quickly as they can swap tires. The $1,298 price tag put the SC 30 AGX on the bubble of accessible performance carbon wheels. 

Long Haul Hubs 

The hubset on the SC 30 AGX is one piece that I both loved and have some gripes about. The bearings (six in total) are super trustworthy. After many washes, creek crossings, and mud baths — they came away rolling smooth. Plus, thanks to the hub construction, they are straightforward to service and access. 

Where they fell short for me is engagement. Since I’ve ridden the Vision wheels with the new PRS hub many times, the engagement gulf between the PRS and the 3-pawl design on the SC 30 AGX is a bit much. It’s not bad, and those who don’t swap mountain bikes and road wheels often would have difficulty noting a difference. However, those who appreciate a high engagement hub will. 

Is it enough to damage the wheels’ performance? No, but when you’re used to that instant engagement, it can feel like it is. 

Lasting Impressions

The Vision SC 30 AGX is a massive step in the right direction. It’s fast-rolling and reasonably accessible to those who want an all-arounder upgrade. The graphics are slight enough that they would pair nicely with any bike. 

The longevity of the bearings and rims during my testing makes me think the SC 30 AGX would be great for anyone who is hard on gear. They are still running as smooth as I remember from opening the package, with only superficial scratches on the rims. 

Would I change anything on the wheels? No, but I would love to see a higher-end version of the SC 30 AGX (SL30?) with the PRS hub. That would be a very popular gravel and cyclocross wheelset, especially now that tubeless cyclocross tires are performing at an all-time high. But one can dream. 

Visiontechusa.com

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Masters, get your wallets ready; Challenge Tires has just added another popular tread to the 38mm category. That’s right, now you can get the Baby Limus in 38mm in the Challenge HTLR casing. The supersized Baby Limus exceeds the cyclocross category in its voluminous casing, transforming this comfortable and capable cyclocross tread into a fast-rolling gravel race companion. Meet the new Challenge Baby Limus 38mm HTLR. 

What is the Challenge Baby Limus 38mm HTL

R? 

Do you know the Challenge Baby Limus tire? If not, let me introduce you to it. The Baby Limus is a modern Grifo tread (save your comments or anger until the end) and a mixed-conditions tire that leans slightly toward the muddier side of life. In Challenge’s words, “It offers something for everyone.” 

Why is it named Baby Limus? Challenge has a deep mud tread called the Limus (highly recommended). The tread pattern was very successful. The Y side knobs worked their way into a dry/icy conditions tire called the Chicane with the help of former British National Champ Helen Wyman. That tread was also very successful, the template was clear when Challenge looked to create an all-arounder tread. 

In a nutshell, the team worked backward from the Limus mud tire and turned down the volume on the tread size and thickness. The Baby Limus features the same side Y-shaped knobs as the Limus but replaces the center tread with a lower profile and tightly packed Y pattern. This downsizing shortened the transitional knobs in the process, giving the tire an excellent round profile compared to the flat-top Chicane. 

Aren’t All Cyclocross Tires 33mm?

Yes, but no… for the riders racing the UCI fields, the tire size is capped at 33mm. This means the rider and team also dabble in the 30-32mm treads, but 33mm is the most common size. Don’t even try to sneak one by the UCI, either. They measure every tire (worldwide) to make sure they are compliant. If only they were this hardline about doping…

However, if you’re NOT in the UCI fields, you can use a 38mm (and up) for masters and so on. The 38mm sizing is approved for the USA National Championships and offers a nice mix of comfort and speed for most riders. Hence, the explosion of 38mm treads coming into the cyclocross market. 

Challenge Baby Limus 38mm HTLR Details

• Casing: Challenge Handmade Tubeless Ready Casing (HTLR) Cotton
• TPI: 300
• Rim Type: Tubeless and Hookless
• Size: 38mm
• Measure size on 25mm rim: 38.20mm
• Weight: 445g
• Price: $86.00

Review: Challenge Baby Limus 38mm HTLR

Challenge Tubeless Cyclocross Tire Setup

For some, the Challenge cyclocross tires can be challenging to get on the rim (see what I did there?). I was also in this category of installers. That is until I brought it up with the Challenge team, and they explained politely: “You’re doing it wrong.” Now, it’s not that I was putting the tire on wrong. I didn’t use the correct order of operations that Challenge asks you to implement when installing these HTLR tires. 

It’s not a trick; it’s a process. The HRLT tires are flatter and softer than the nylon tires. This cotton casing makes them highly noodley and hard to manage while installing. So, Challenge asks you to start the installation like this: 

This is my fifth time using this method to install new Challenge HTLR tires, and it’s always easier. That said, the initial install is the only time mounting the tire can be tough. After that, they are much easier to mount without using a tire lever. 

I’m running the Challenge Baby Limus 38mms on a pair of Forge + Bond 45mm wheels with a 25mm internal width and hookless bead. The tires pumped up to a precise 38.20mm when fully inflated and didn’t require any special tubeless whispering while seating. 

Ride Impressions – Challenge Baby Limus 38mm

My first rides on the Challenge Baby Limus 38mm HTLR were on the road and on our local cyclocross courses and single track. I’m familiar with the Baby Limus tread, and it’s a favorite of mine for slightly muddy races. The Baby Limus tread excels, whereas a Grifo tread might not have the grip for off-camber features. The Y side knobs allow for more grip and crawling, and digging when compared to the Grifo dotted side knob. 

On the road, I was happy with the rolling sensation. I expected them to be more sluggish than the Grifo 38mm I traded them out for. However, they were just as quick and moderately faster. 

Cyclocross Riding

I’m slowly becoming a convert to the 38mm cyclocross race tire. I’ve reviewed (and am currently racing) the Challenge Grifo 38mm tubular tires and have trained on the Grifo HTLR 38mm tires for some time. The extra bit of comfort and rolling speed is definitely an upside. Those riders that are super adjusted to the 33mm tread could feel a slight lag in cornering response, but the rolling comfort should balance that out. I especially like them for courses that have less than pristine conditions.

If you’re riding a very bumpy course with lumpy grass sections, you’d love the 38mm suspension-like feel. They are slightly heavier than the 33mm version, so they will add some rotational weight to your setup. But all in all, they are a more comfortable tire option with minimal penalties.

On the Cyclocross Course

The Challenge Baby Limus 38mm HTLR on the course felt just as fast as the 33mm HTLR version. Where it outshines its 33mm brethren is in bumpy courses and rooty/rocky features. The additional tire volume is such an advantage for smoothing out the course, especially in wooded and single-track trail-style features. 

As for pressure, I went for 18-20psi, depending on the course and demands for the day. For the road and gravel, 20-21psi was a good combo with the F + B wheels. When riding the grass in slightly damp conditions, the 18-19psi range was better. Like any tire or component, it’s up to your riding style and comfort level with the “squish and squirm”  of a cotton tire. You’ll be OK with lower if you’re used to a tubular. If not, aim higher and go down slightly if you’re trying to achieve more grip. 

No Burping Please 

The downfall of tubeless tires (compared to tubular) is burping and the tire ripping off the rim. So far, I’ve not burped one off the rim on any Challenge tubeless tires I’ve reviewed and ridden. I’ve had rims grab some grass off a course but never jump off and lose enough air to cause an issue. So, they passed the “will it stay on the rim?” test for me with flying colors. 

Are there any drawbacks to 38mm cyclocross tires? The only ones that I have encountered are narrow rims and frame clearance. The 38mm casing will fold on narrower rims when leaning hard into corners. Upping the pressure can remedy this folding, but you don’t get the performance you want from the tire. So, it’s a trade-off. I would say a great performing tire/rim combo, would be a 21-25mm internal rim width paired with 38mm tires. 

For frame clearance, double-check your maximum tire clearance and account for mud. If you have an older cyclocross frame, the clearance will be tight, so do your research before committing. I have a Cannondale Super Six EVO, and the frame clearance is bonkers high. Most new (2020-current) frames should be able to clear a 38mm tire, OK, but again, check those specs before dropping $170+ on new shoes. 

How About Gravel? 

I took the Challenge Baby Limus 38mm HTLR on some gravel and was happy with the ride quality. I usually reach for narrow 40mm grave tires for my race bike (course dependent), and the 38mm ride was comparable in quality (it’s only 2mm). 

The Baby Limus tread is only offered in a 33mm (and now 38mm), so it was never an option for gravel. However, after spending some time on groads (nothing too chunky) with the Challenge Baby Limus 38mm HTLR, it’s a great gravel option. Plus, it would eliminate a redundant 40mm tire from the tire quiver for most riders. 

The tread is fast rolling and pairs well with most fine to medium-style gravel. It tends to flick and spray some fine gravel to riders on your wheel, but thats their problem. 

How About Puncture Resistance? The Challenge Baby Limus 38mm HTLR is puncture-protective in cyclocross conditions. I haven’t had issues with gravel, but I haven’t put them through the gauntlet of the toughest PA gravel, so I’ll save that ruling for another time. 

Final Thoughts – Challenge Baby Limus 38mm HTLR 

If you’re looking for a cyclocross (or lighter gravel) tire that is a true jack of all trades, the Challenge Baby Limus 38mm HTLR is it. The 38mm HTLR casing gives it a nice, supple feel on the cyclocross course and a refined feel on the road. It’s a larger tire, with that said, some frames will limit its use, but it’s a true performer on bumpy, rough courses. 

Currently, it’s limited to the tan-cotton HTLR casing, and the top tier of Challenge HTLR tires is the Red Team Edition casing.

Will we see any 38mm tires in the TE Red casing? Only time will tell. Until then, the Challenge Baby Limus 38mm HTLR is the most well-rounded, voluminous cyclocross tire that I’ve ridden. 

ChallengeTires.com

Interested in more cyclocross tire talk?

Check out our Best Cyclocross Tire Guide

The post Review: Challenge Baby Limus 38mm Tires Aren’t Just Great For Cyclocross  appeared first on Bikerumor.

It’s not often that a piece of kit comes along and truly pushes against the status quo. Usually, when said piece is introduced, there is a sea of elation and discontent— the “if it’s not broke, why fix it?” attitude from detractors who would rather keep the familiar. Canyons CFR helmets with the Hi-Bar strap system aren’t flawless (listed later). However, they signal a protocol change for helmet retention, hopeful headwear progress, and maybe fewer head injuries.   

Canyon Disruptr CFR

You can check out our full tech breakdown here if you’re new to the Canyon Disruptr CFR helmet. In a nutshell, the Disruptr CFR signals Canyon’s entry into the helmet space. Like most avenues Canyon pursues, they started at the very top of the line. Canyon launched two helmets simultaneously: the Disruptr CFR, an all-around road and gravel helmet, and the Stingr CFR, which is more aero-focused. Both designs feature the new and innovative HighBar retention system.

What makes it different? Unlike classic webbing-style straps, the HighBar is rigid and uses a BOA-style (not actually BOA brand) strap instead of a buckle. This retention style is how the HighBar stays firmly on the rider’s head. You can read more about the tech and HighBar safety philosophy here.

How does the Canyon Disruptr CFR fit? 

I found the size medium Canyon Disruptr CFR to fit me well. Usually, I wear a medium in Trek, Lazer, KASK, and the like. I found the Canyon Disruptr CFR to be on par with others’ fit and sizing. The profile and shape of the Disruptr are slightly more bulbous than others in its category. Still, in a world where the (Sweet Protection Redeemer 2Vi Mips helmet) exists, this is a reasonably tame silhouette.

The elephant in the room with the Disruptr CFR is the HighBar system. 

If you played any sports that require a helmet (non-cycling), like US Football, Hockey, Lacrosse, and so on, the fit of the HighBar system will feel familiar to you. The retainment pieces follow the face contours but don’t touch the skin. The chin strap gave me intense hockey flashbacks, but not in a bad way. 

Serious Business 

The goofiest part about the HighBar system is how to disengage it to put the helmet on. The bar straps move on a hinge located near the temple. To “unlock” the system, you have to move the bar to your forehead, put the helmet on, and then lower it. It’s no less ridiculous than putting on a skinsuit or aero-socks, but it’s new, and new can be weird/bad to cyclists (myself included).

Once you lower the chinstrap, tighten the Boa-style dial, and you’re off. The chin strap has slight padding on the inside but doesn’t interfere with the fit. It reminds me of the feel of the Rudy Project helmets with the thick buckle cover. The HighBar retention system is a different fit for everyone. Some may dislike it from the start, and others (like myself) will have no issues. 

Does it work?

If by “work” you mean staying on the rider’s head, then yes, 100% it is more effective than classic webbing straps that are poorly adjusted. Why not just adjust the straps correctly? Some new riders might not know how to properly fit a helmet (something they should learn at their local shop upon purchase). Canyon is taking that misfitting out of the equation with the HighBar design, which is seemingly unable to be improperly fitted. Plus, they lack customer touch points like a classic bike shop.  

How does it compare to the competition for weight and price? 

• Trek Velocis MIPS, 258g: $299.99
• Trek Ballista MIPS, 268g: $299.99
• S-Works Prevail 3, 271g: $300.00
• Specialized S-Works Evade 3, 272g: $300.00
• Giro Aries, 270g: $300.00
• Kask Protone Icon, 239g: $299.00
• Kask Utopia, 258g: $300.00
• MET Trenta MIPS, 250g: $260
• Canyon Disruptr CFR, 275g: $299.00
• *All weights are in size Medium

The Disruptr’s weight is more like that of an aero helmet and not an all-around, only by a few grams, but we might as well count everything while we’re at it. 

How About the Aerodynamics? 

Another claim from HighBar is that the fixed positioning of the “strap” helps with aerodynamics and is faster than traditional webbing (around 10-20 watts, but that pushing it). This claim is valid, and in most wind tunnel testing, helmet manufacturers test helmets with the webbing taped down to the dummy. Now, I’m no aerospace engineer, but that makes sense. On the other hand, wouldn’t a properly fitted webbing strap with sunglasses over the strap negate some of the flapping? 

Less wind noise? Not from what I could tell, but my eardrums are blown from playing in a punk band for most of my life. I will say that the sounds of wind and strap sensation are more consistent than with webbing. When you move your head, the webbing straps can sometimes catch wind and flap. That doesn’t happen with the HighBar system. 

Canyon Disruptr CFR Ride Impressions

I’ve been using the Canyon Disruptr CFR for quite a while and in many different conditions. It takes some getting used to, but I like the HighBar system. Some small bits that will annoy newcomers include things like glasses going under the strap and the fitting near the cheekbones being slightly intrusive. Otherwise, I felt at home with the Canyon Disruptr CFR in various conditions and temperatures. 

Most of my rides were on my gravel, road, or cyclocross bikes. Training for cyclocross in the summer is pretty cruel, and going all out in 90 degrees is rough, but Disruptr CFR was good at thermoregulation and keeping the head cool. The large vents are excellent, allowing airflow and proper sunglass retention (with pads included). The HighBar strap claims to help cool the head, and although I didn’t feel that much cooler to note a difference, it certainly did not make the helmet hotter. 

Padding and Sweat Retention

The Canyon Disruptr CFR helmet uses MIPS Air Node for the protective liner and main padding. The peripheral padding is a dense foam that doesn’t hold sweat but offers support in critical areas. I found this padding a nice feature along the cradle of the rear of the helmet. The main padding is robust and retains sweat well.

Easy Cleaning

I like the robust design of the Disruptr CFR and the HighBar system. Traditional webbing straps can get gross after muddy races or super summer training sessions, and it’s hard to wash them all out. I found the Disruptr CFR much easier to maintain (bucket washing with dish soap) and the HighBar system to hold less odor than a traditional webbing strap. 

Conclusion

Is the HighBar system a game-changer? In my opinion, yes. Why? It’s starting a conversation on how to better support helmets staying on riders’ heads. Is it perfect? Not at all, and some riders will probably not like it, but it’s starting the ball rolling toward safer helmet designs, and I’m all for that. 

Im bummed that Canyon totes the additional light option, but it’s another $27.90 if you’d like it. I understand this is a pro-level offering, but that would be an extra slam dunk for safety if they provided it at no charge. I see it as a missed opportunity for the first adopters to get something extra while taking a chance on a new safety-driven design.

Would I race the Disruptr CFR and seek it out as my only helmet? Currently, I am reaching for two helmets in my stock, the MET Trenta MIPS and the Disruptr CFR. These fit my head perfectly, and I like the breezy airflow of the Disruptr CFR. The easy-to-clean nature of the helmet is a big plus, especially going into ‘cross season. Nothing is worse than a smelly helmet before you ride.

I recommend the Canyon Disruptr CFR for any rider who doesn’t mind a spin on the traditional. The helmet fit (excluding the strap) is relatively conventional, and it’s highly recommended if you’re a caustic sweater with chalky-looking webbing straps after every ride in the heat. 

Canyon.com

The post Despite Unique Aesthetics & Additional Weight, Canyons CFR Helmet Is a Game Changer appeared first on Bikerumor.

We’ve been hearing a lot from the Hutchinson camp this year. So far, they’ve covered nearly the entire bike racing spectrum. They’ve released a road tire (Blackbird), a mountain bike tire (Python 3), and now gravel. Meet the Hutchison Caracal Gravel Tire and Caracal Gravel Race Tire. 

One thing all of these tires have in common is a race and performance focus. That also means they share some similarities in compound, casing, and layup. Each line, whether the Blackbird or the Python, borrows tech from the other. The Caracal takes cues from its road and mountain bike brethren to craft a truly fast gravel race tire. 

What is the Hutchinson Caracal? 

The Caracal is Hutchinson’s newest gravel tire range, aimed squarely at speed and performance. The lineup features two tires: the Caracal Race and Caracal. The Caracal tires have the same tread pattern and designs but have two different constructions. 

Caracal Race features an all-out speed and race focus, forgoing some puncture protection for reduced rolling resistance and weight. The Caracal has a greater range of puncture productivity, and with that comes some additional weight (but not much). 

Like the other Hutchinson tires released this season, the new Caracal Gravel range features the premium’ Racing Lab’ naming. These tires are hand-made in France and the product of Hutchinson athletes’ feedback and testing. The Caracal range took many cues from ultra-distance gravel specialist Ulrich Bartholmoes.

Hutchinson Caracal Gravel Race Tire

When creating the Carcal Race tire, the team at Hutchinson wanted to create the fastest gravel tire on the market—years of research, prototyping, and looping in athlete feedback followed. The result is a gravel race tire that outperforms similar race tires from competitors by up to 35% in independent tests commissioned by Hutchinson.

How? It helps that Hutchison also had two high-level (and Olympic hopeful) tires in Racing Lab development at the same time: the Blackbird and the Python 3.

The Caracal Race uses the new SwiftEasy casing technology you’ll see on the Blackbird. The cool thing about this casing is that unlike typical tire casings, which overlap at the center of the tread, the new casing is bonded to the tire’s outer layer (see photo above again).

This method means one less casing layer is required at the center, allowing for significantly increased flexibility and performance. Hutchinson claims rolling resistance is reduced by an unprecedented 40% over similar semi-slick gravel tires in the Hutchinson range.

The Caracal Race also utilizes Hutchinson’s new high-performance Mach Tread 3.0 compound. This compound is another technology initially developed for its performance BlackBird road tires – covered here. 

To recap, the Mach Tread 3.0 is the fastest compound Hutchinson has developed. Its new formulation offers an exceptional 25% rebound, meaning more energy is returned into forward motion. Not only is the compound faster than its predecessor, but it’s also 10% harder and more resistant to tearing. Hutchinson’s tests resulted in 75% better performance in tear tests, all without compromising grip.

Caracal Tread Pattern 

The Caracal tread (or lack thereof) is similar to other dry-condition gravel tires on the market. The center line tread pattern is smooth with a slightly pebbled surface for dry, fast race days. The side knobs are lower on the shoulder and are staggered and grow in size, descending onto the carcass of the tire—more on the tread and performance in my ride review. 

• Size: 700x40mm size and only in Tan Wall color
• Weight: 475g *claimed
• Price: $65.00/€59.99

Hutchinson Caracal Gravel Tire

The Caracal has the same fast-rolling tread pattern as the Caracal Race but adds more long-range utility. The casing is a Hutchinson traditional design paired with its Hard-skin bead-to-bead puncture protection layer. This protection adds a little weight (not much) and might raise the rolling resistance (we haven’t seen test data for it). 

The rubber compound is Hutchinson’s steady bi-compound found on the other tires in Hutchinson’s gravel range. 

The result is a fast-rolling tire with puncture protection that lasts longer for endurance events and all-around riding.  

• Size: 700x40mm size and only in Tan Wall color
• Weight: 467g*actual weight
• Price: $63.00/€54.99

Where do the Caracal Fit in the Hutchinson Gravel Range?

The French tire manufacturer offers five different gravel tires to match the full spectrum of conditions that riders encounter. These include the Override for dry fast tracks with sand or fine dirt, the classic Touareg for all-around riding and daily use, and the Tundra for hardcore technical days out or in wet conditions. But out of those listed above, the Caracal Race is the only option available in the Racing Lab notation and formulation. 

Ride Review Hutchinson Caracal 

The Caracal arrived just before the launch date, right as Pittsburgh was experiencing early summer weather. We didn’t receive the Caracal Race version early enough to get ride impressions but stay tuned for a head-to-head competition. 

However, the Caracal impressed me right out of the box. It didn’t “feel” like a second-tier tire model. It’s only the more practical of the two in reality. The tire has a supple feel, similar to the Blackbird and Python tires we reviewed earlier. 

Setup

I mounted the Caracals to our Industry 9 SOLiX SL review wheel set with a 25mm internal and 35 external rim width. The tires installed and inflated easily with a floor pump and without the use of tire levers. The casing felt in the middle of robust and thin. This version of the Caracal uses the traditional casing, not the ‘Swift easy’ like the Race version. Still, it feels supple and race ready from the touch. 

Inflated, the Caracals grow to a slightly larger than spaced 41mm, but keep in mind this number is rim width dependent. The shape of the Caracal on the I9 AR40 rims with a 25mm internal looked great. The profile was round and not a teardrop shape like some overly narrow rims can create. 

Ride Impressions – Hutchinson Caracal Gravel Tires

For my rides, I went for all conditions and all roads. I started my rides at 38PSI front and 39PSI rear, and for the road, that was just fine. I felt like I was rolling quickly, and the tires were quite, eating up any road chatter or gravel bits. From the tires the Caracals replaced, I could feel a rise in efficacy and less rolling resistance. My former tires were nearly the same profile but apparently lacking in “free speed.”

I took the Caracals on kitchen sink-style rides for nearly all my review outings. On the road, they ride very similar to an all-road tire, but the 40mm width takes some getting used to at speed if you’re sizing up. They feel like a dream on the gravel and unmaintained roads, absorbing all the little rocks and imperfections in the pavement. This is where the Caracal soars in. The confidence and excellent supple casing supplies, partnered with a puncture protective casing, give the rider an extra boost. 

In the Forest and On the Trails

The Caracal holds its own on single track and technical tracks, but it’s still a dry-weather tire. The slight tread offers much more than expected, especially in dusty and damp conditions. I felt the lower the pressure (more like 35-PSI rear and 33-PSI front), the better the performance, but you sacrifice some solid corning feel on the pavement, as the tire gets slightly bouncy at those pressures depending on rider weight. 

I found the Caracal grips the solid nicely with the sharp side knobs, especially when they can sink into the ground. This was slightly unexpected but pleasantly surprising. 

The Caracal can survive rocks, roots, and the techy bits. If the rocks are dry, it’s a great companion. The volume is enough to bounce over and through the roots without much rim time. If you do bottom out, however, the casing is resilient enough to take more than a few hits. 

How did the Caracal feel compared to others on the market from my initial rides? They feel like an excellent middle ground between Vittoria Gravel Tires and Challenge Tires—a mix of suppleness and dependability. 

Final Thoughts 

The Caracal is worth a long look if you’re looking for a fast-rolling and dependable gravel race and training tire. The tread pattern is similar to the “fast tires” on the market, with a slightly better, lively feel and what looks to be lower rolling resistance. Remember, this is Caracal, not the Caracal Race, so it only gets faster from here. Look back for a head-to-head shootout between these two tan-wall Titans. In the meantime, I’m predicting the Hutchinson Caracal will be at the top of gravel racers’ “must-try tire” list if they can get a set. 

Cycling.hutchinson.com

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Colnago is having a banner year. The company just reported sales of 55.7 million euros ($59.6 million) in 2023 and is on its second gravel bike release of 2024. It’s no secret that racing is a huge part of their success and history. After releasing the refined (and super expensive) C68 Gravel, Colnago created something for the dedicated gravel racer with a hint of cyclocross pedigree. Meet the new Colnago G4-X. 

Colnago G4-X — What is it?

The new Colnago G4-X  replaces the G3-X as Colnagos dedicated gravel and cyclocross race bike. 

What about the C68 Gravel that just came out? That’s a good question; it’s actually pretty different. The C68 is hand-assembled in-house in Italy and has a modular frame. It is more slack, with more stack, and slightly more compliant. Plus, the tire clearance is 42mm maxed out. Colnago doesn’t think of it a “race bike” (even though we did) but more of a great-riding gravel bike. 

The G4-X, on the other hand, is a monocoque frame made in Asia, designed specifically for racing and competition. The frame is stiffer and more aggressive (more on that later) with less rake, less stack, and fewer (none actually) mounts for bike packing. Colnago says the G4-X takes cues from the V4RS road bike (tube shape wise) than the C68.

Colnago G4-X Frame Details 

Colnago wants the world to see the G4-X as the gravel (and cross) companion to the V4RS. The frame is UCI-approved, and will be raced worldwide, including the European cyclocross season and world championships. 

Colnago maintains tight control in manufacturing, even though the frame is crafted in Asia. They have an in-house dynamic stiffness test that is more comprehensive than the Zedler standard. It is meant to mimic the actual stresses of the rider on the bike rather than general stress.

While still monocoque, the frame layup is very intentional. The drive side has a stiffer modulus where the chainstay is narrower. The same is true in various places, such as seat stays, down tubes, etc. 

Internal Cable Routing 

The frame sees updated internal cable routing via headset and stem. Steerer-wise, the new G4-X moves to an entire 1.5 top and bottom headset over the previous 1-1/8 top and 1.5 lower. The new headset accommodates internal routing and is compatible with other manufacturers’ stem and bar combos.

The new G4-X frame is UDH compatible with all 1X and 2X groups. If you’re looking to “do-it-all,” the G4-X has clearance for road-size chainrings.

Utility-wise, the G4-X has a newly re-imagined seat post clamp, similar to the C68 Gravel. 

If you’re looking for rack mounts, keep walking. The G4-X has zero rack or fender mounts, don’t fear – it has spots for three bottles and a top tube feedbag. 

The new Colnago GX4 boast more tire clearance than its predecessor, from 42 max on the G3-X to 45mm (with 6mm wiggle room) on the G4-X.

Colnago Bar/Stem 

The new G4-X is available with a traditional two-piece bar and stem or an integrated Colnago CC.01 Wide one-piece bar/stem combo.

This updated bar stem boasts a 40cm top—46cm flare. The same super comfortable ones we reviewed on the Colnago C68 Gravel are also available. 

Colnago G4-X Geometry

The G4-X has slight geo changes compared to the G3-X. The head tube is slightly steeper, with a longer reach. Size wise the Colnago G4-X comes in; 45, 48, 52, 54, and 57cm sizes.

Builds Options 

The new G4-X will arrive in five different build options, with pricing starting at $4,750 and growing to the $9,000 mark. The builds start at 1x and 2x Shimano GRX builds around the $4,750 mark. There are three SRAM builds available with mechanical Rival at $5,250, Force AXS XPLR at $6,250 and Red eTap AXS XPLR for $9,750. No Campagnolo builds are slotted for the time being.

Weight: The Colnago G4-X with integrated bar, SRAM Red AXS build option, Zipp 303S wheels, with XT pedals weighs in at 8.4kg (18.5lbs). 

Colnago.com

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With the latest update to their AXS smartphone app, the SRAM Wireless Blips can now be paired to your derailleurs without needing a separate primary shifter on the bike.

Previously, the Wireless Blips could only be added to a bike that had either a standard shifter lever (road) or paddle/pod (MTB), or their BlipBox (triathlon/TT). Now, the app will recognize the Wireless Blip buttons on their own, and the only other component required is an AXS rear derailleur to serve as the “parent” component.

This opens up easier customization of shifter layouts, particularly for triathlon and TT bikes that previously had to hide a BlipBox somewhere in or on the bike. You can pair up to eight on a single bike, giving you plenty of shift location options.

Mountain bikers can also use it to streamline their cockpit, as long as they don’t need it to control the Reverb AXS dropper. The Wireless Blips are still unable to send a continuous signal with a long press, so they won’t work for the dropper or with Multi-shift.

They retail for $99/pair and come with mounting brackets for drop bars. The Wireless Blips are not rechargeable and need to be recycled with other electronics when they stop working. SRAM estimates their battery life at up to two years, with more frequent riders likely getting a little over a year out of them.

SRAM.com

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Industry Nine is at it again. This time, they’re focused on the world of road and gravel with a new product line called SOLiX. Impressively, I9 claims this is their most technically advanced hub system to date – offering a massive 605 points of engagement!

Industry Nine SOLiX wheelset — What is it? 

The new SOLiX line arrives in two wheelsets with different personalities. They have two distinct hubs and spoke configurations designed for road, gravel, or whatever you ride. Builds are customizable, but I9 puts them in two pathways: SOLiX SL and SOLiX G. 

The SOLiX SL is the race/lightweight focused of the bunch, and the SOLiX G is for the off-road adventurer.

The SOLiX wheelsets are both built around the i9s SOLiX hubset. The new hubset is a continuously-phased five-pawl freehub with a 121-tooth drive ring. It offers 605 contact points, translating to an ultra-fine .59° engagement. That’s not quite the 690 POE and 0.52º of the I9 Hydra hub system, but it’s far more than we typically see with gravel and road hubs.

I9 has also has an all-new hubshell design meant to make the hubs more durable and faster when coasting. All of these pieces together add up to what they’re considering their most technologically advanced hub system yet.

I9 SOLiX SL Wheelset

The SOLiX SL is the lighter and more road-focused wheel. According to the brand, the SL is the “highest-performing lightweight road and gravel race wheels from i9.” The new wheelset features a slew of high-end build features and a respectable weight of 1270g for the carbon rim build. 

This includes CFD-designed rims and straight-pull Sapim CX-Ray bladed spokes anchored in the lightweight, minimalist SOLiX hubs. Riders looking for extra flair can select 11 anodized hub colors and nine spoke nipple colors from the custom wheel designer. The SOLiX SL Wheel Line features a full array of profiles to match climbing, aero, or mixed terrain applications; the SOLiX SL range well equips road, gravel, or cyclocross riders.

SOLiX SL Wheel Details:

• Hole Count: 24
• Wheelset Weights starting at 1270g
• Engagement: 605 POE Or.59 Degrees
• Axle Specs: 12×100 Front | 12×142 Rear
• Freehub Body: Sram Xd-R | Shimano Hg | Shimano Ms-R | Campagnolo N3w
• MSRP (Starting At): Alloy $1295/Set | Carbon $2295/Set

SOLiX G Gravel Wheelset

The SOLiX collection also offers the most adventure-worthy and fully customizable gravel wheel from i9. The SOLiX G platform is for riders who want connected handling, a solid stiffness-to-weight ratio compared to traditional wheels, and the possibility to match everything on the bike. Thanks to tech borrowed from the i9 MTB realm, these wheelsets excel on backcountry and gravel routes. The hubs and spokes are available in 11 anodized colors, inviting riders to configure their dream wheels via custom wheel designs.

SOLiX G Details:

• Hole Count: 24
• Wheelset Weights Starting at 1320g
• Engagement: 605 POE Or.59 Degrees
• Axle Specs: 12×100 Front | 12×142 Rear
• Freehub Body: Sram Xd-R | Shimano Hg | Shimano Ms-R | Campagnolo N3w
• MSRP (Starting At): Alloy $1405/Set | Carbon $2395/Set

All New i9 AR40 Rims Hooked Rims. 

There is a lot to say about hooked and hookless rims right now, and i9 is staying hooked in their newest line. Why? The hooked rims permit higher tire pressures, mitigating blowoff risks associated with hookless rims and allowing for a lower bead wall height than hookless road rims. 

The AR40 rim features a 25mm internal width and a 35mm external width, providing a nice perch for tires ranging from 28mm to 34mm and offering aero advantages and an airfoil shape. I9 claims this design extends its aero benefits to tires up to 40mm wide, making it versatile for any terrain and tread choice.

The design team at i9 created a 4mm wide bead wall to reduce the risk of pinch flats. This design hopes to disperse impact force over a broader area. Lastly, the high-impact strength of the layup is tailored for gravel applications, reinforcing the wheel’s ability to withstand impact forces and sustained abuse on rough roads and trails.

SOLiX Hubset

At the heart of SOLiX Hubs is a continuously-phased five-pawl freehub seamlessly

​integrating with a 121-tooth drive ring with a whopping 605 points of contact, translating to an ultra-fine .59° engagement. Crafted from A2 tool steel using precision wire EDM cutting, the pawls and drive rings are engineered for maximum durability.

Industry Nine reduced pawl rotation and spring pressure, optimized drive ring diameter, and changed the contact seal layout, reducing resistance and freewheeling noise. This all culminates in faster engagement, lower friction, and enhanced durability.

SOLiX Hubset Details:

• Hole Count: 24| 28
• Engagement: 605 P.O.E or .59 degrees
• Axle Specs: 12X100 Front | 12X142 Rear
• Freehub Body : SRAM XD-R | Shimano HG | Shimano MS-R | Campagnolo N3W
• Weight: Front 110g | Rear 223g
• MSRP: $695 pair

https://industrynine.com/solix/dropbar

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A brand-new, dedicated cyclocross bike is a rare site these days, but if anyone’s going to launch one it’s Belgian brand Ridley. And they have.

The new Ridley X-Night RS builds on its 20-world-championship-winning pedigree with a frame that introduces aerodynamic shaping and cleaner integrations purpose-built for ‘cross racers.

The front of the bike gets a deeper head tube with aero shapes inspired by their FALCN RS road bike. Further back, the D-shaped seatpost cuts a bit more drag, but more importantly prevents the saddle from twisting if (when) you wreck.

Fully integrated stealth brake hoses clean up airflow even more, remove spots for mud and crud to hang out, and also make the bike easier to clean post-race. To do this, the upper headset bearing size is larger (as is the case with most stealth routed bikes running cables through the headset), and Ridley says this oversized setup increases overall frame stiffness and steering precision, which is perfect for cyclocross’s tight corners and sharp turns.

The BB area has smoother transitions into the seat tube and chainstays, eliminating spots for mud buildup to stick. And they gave it more mud clearance around the rear tire.

Just above it, the front derailleur mount is easy to remove and cover for 1x setups.

The top tube remains straight with a flattened belly for easier shouldering. And while you’re not likely to use them much during a race, they added more bottle cage mounting points for long training sessions in the heat of the summer. Summer? Yes, because remember, always, ‘cross is coming.

As for the bike, it’s not coming until September. Four sizes are offered (XS/S/M/L) in stock and custom build options. Pricing TBA.

Ridley-Bikes.com

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Long-time bicycle chain brand KMC has just introduced their new React cassettes in 10-speed and 11-speed versions. First spotted at Eurobike 2023, they’re designed for wide-range 1x and 2x applications, with tooth counts good for road, gravel, and mountain bikes.

At just $65, they’re affordable replacement, option for your trainer, or way to try a different tooth count on the cheap. Perfect for upgrading your kids’ bikes, too. And from the looks of it, you won’t be giving up shift quality to save some coin.

The cogs have dual shifting ramps called Flow Control, smoothing upshift and downshifts. These ramped tooth profiles & thicknesses use varied shapes to guide the chain from cog to cog.

Both KMC REACT versions have two gear range options:

• 10-speed: 11-36T, 11-42T
• 11-speed: 11-42T, 11-50T

They’re optimized for KMC chains, but are compatible with other 10- and 11-speed chains. They fit Shimano HG freehub bodies. Fitting it to a bike built around a smaller cassette? They recommend adding the Wolf Tooth Components Goatlink to increase your derailleur’s capacity for larger cogs.

KMCchain.us

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