Crank with ProCycle - August 2013

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ISSUE 07 AUGUST 15TH 2013

INSIDE

BIKE RACK BASICS SCOTT CR1 COMP TESTED WHY BE A RANDONNEUR?

SALUTING THE TOUR DE FRANCE


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The CRANK with ProCycle Team Publisher and Managing Editor Vikram Limsay Editor Rahul K Thomas Technical Editor Nilesh Dhumal Bike Tester Ajay Kamble West Zone Bureau Divya Tate South Zone Bureau Anita Bora Contributions by Gautam Desai, Anil Uchil, Madras Randonneurs, Utkarsh Rao, Ajay Padval, Aditya Kaul, Rajanikanth Puttabuddi, Nimmi Sebastian, Narayan Registered to Procycle and Sports India Private Limited. Corporate Office: Indiranagar, 889, First Floor, 7th Main, 4th Cross, HAL II stage, Bangalore - 560008. Tel: +91 80 41161902 Showroom: Indiranagar, 37, 11th Cross, 1st Stage, Bangalore - 560038 Tel: +91 80 25202004Â +91 98802 16064 Website www.procycle.in. For queries regarding advertising and subscription, mail us at subscribecrank@procycle.in Cover Photograph: The cars head out with bikes in tow Rear cover photograph: Early morning training ride Printed by Print 2 Last Solutions

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The ProCycle Store


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IN THIS ISSUE 1. Riding an Epic 2. The Tour de France - Looking back 3. Why be a randonneur? 4. ProCycle Tested - Scott CR1 Comp 5. Bike Rack Guide 6. ProCycle Profiled 7. Red Bull Street Maharaja 2013 8. Boys’ Toys

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HEYA!

Hey, Its that time of the year. The Tour de France is here (rhyming unintended)! And all of us sit glued to our screens as we watch pixellated feeds of lycra-clad bone and sinew doing epic battle. In our little bit of homage to the race to end all bike races, we dedicate this issue to La Tour. Yellow is the colour of the season and we shall wear it with pride. If you’re not into it and are wondering what all the fuss is about, look inside and we’ll help you understand why The Tour de France is one of the modern age’s most soul-searing tests of manhood. Speaking of tests, Divya Tate and Anil Uchil examine why regular people are driven to ride long distances on their cycles in India. Gautam Desai then takes us to a gorgeous bike park in Indiana in the US and tears up the trails with his mates. Since more people seem to be driving out of town with their bikes in tow, we decided to do a little bike rack guide for our readers. We also got our grubby paws on the Scott CR1 Comp roadbike and put it through its paces. Turn the pages to see how it fared in the hands of our team riders. Then, get out and ride!

Editor

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` 36,000/*No conditions apply

SCOTT SPORTSTER X 40 Frame: Alloy 6061 Double Butted; Fork: Suntour 63mm travel, Lockout; Rear Derailleur: Shimano Alivio RD-M430 27 Speed; Front Derailleur: Shimano Acera FD M390; Shifters: Shimano Acera M390; Brakes: Shimano Hydraulic Disc Brakes; Crankset: Shimano FC-M371; Cassette: Shimano CS-HG20-9; Rims: Araya DS-700 32H; Tyres: Impac Crosspac 700X35C; Weight: 14kg.

Find your perfect match at www.scott-sports.com/in/en/bikefinder/home | For further information visit www.scott-sports.com/in/en/ | E-mail: info@scott-sports.co.in | * MRP (Inclusive of local taxes & excluding applicable octroi). Offer valid till stocks last.

www.facebook.com/SCOTT Sports India |


FAR FROM HOME

RIDING AN EPIC by Gautam Desai

As term ended and I got ready to relocate to Columbus, Indiana for a summer internship My friend Ryan said, “I really want to ride Brown County, so if you get a bike before you leave there, let me know!” One of the latest additions to what the International Mountain Bicycling Association calls ‘every mountain biker’s bucket list’, Brown County in 2004 was a just bunch of hills in the Hoosier Forest in southern Indiana. Over the next eight years, the local mountain biking association transformed the terrain into a network of varied trails over 25 miles long, and in 2011, it was awarded ‘Epic’ status. And I was going to be working 20 miles away over the summer.

A month later I was perched on a pickup truck, all set for a weekend of camping at Brown County along with Ryan and his brother Nick. On getting there we quickly set up camp and then broke out the bikes. My bike is an exact replica of Ryan’s - a Giant Anthem X 29er while Nick rides a Trek Fuel EX 6 (26er). A quick consultation of the map pointed us to the nearest trailhead and we head out. At every trailhead, well placed signs indicate the level of the course Beginner, Intermediate, Advanced and Expert. It’s a bright summer day in the Midwest, 35 degrees in the open, and everyone is lathered with sun block, insect repellant and has shades on. The forest looks green and inviting. Dive into the forest, and we are blinded by darkness! We stop and take our shades off to adjust before anyone crashes. Tall green sycamore trees grow along steep hills and narrow singletrack cuts into the hillsides, flowing away from us into the dim interior. This is the intermediate level Limekiln Trail. Ryan leads the pack at a cautious pace while I bring up the rear. It’s my first time riding clipless and I don’t want to take everyone out if I forget to unclip in time. The steep forty-foot drops along one side are unnerving until you learn to keep your eyes on where you want to go (and not where you don’t). I soon feel at home and the trail flows beautifully, winding itself around trees, gently banking around the curves of the hills, the occasional tree root inviting a bunny hop. Enough sunlight gets through the net of green above us to create a world of light and shadow. I’m torn between


focusing on the trail and just taking it all in. Last week’s thunderstorms have made the ground moist and grippy. Soon, I see more sunlight filtering through, and the forest spits us out on to the road and into the hot glaring sun. Limekiln ends abruptly, making us wish for more. The trails in Brown County are built in sections. The trailhead to Walnut is right across the road. Thirsting for more, we dive right in once again, none of us catching the ‘Most Difficult’ sign. Things get tougher almost immediately. Turns are tighter, almost sadistically designed to throw you over the edge. You tap the brakes and skid to stay on the path, only to be greeted by a short climb, slowing you down just enough to make climbing over the rocks and boulders a real mission. There is suddenly a lot of falling. I attempt to go balls-out on a rock garden strewn between two trees and am violently thrown into a tree. Better a tree than falling forty feet I say. Just as the trail seems to get harder, it suddenly eases up a bit and starts flowing again. First the slopes build speed and then the occasional climb coaxes you to use your momentum or perish. It’s tough going, but great fun. My position gives me a nice view of things, watching my friends ride ahead and taking in the sheer beauty of my surroundings. But, it also means I can’t choose my line, and I find myself on Nick’s wheel too often, only to get blinded and having to unclip. The steep drops are unsettling me, and I can feel myself stopping way too often. Don’t lose focus, fight the temptation to slow down and use the bank to turn. Intensely technical, Walnut is as much fun as it is nerve-wracking, mixing scenic beauty with sudden danger. 2.4 miles later, it opens on to the road again, and the three of us heave a sigh of relief.

We find ourselves at the top of the aptly named Hesitation Point. Trees thin and a grand vista opens in front of us. The road looks down over the rolling green hills of the Hoosier forest, which seem to go on forever into the horizon. It is this secret sauce that makes Brown County an Epic. The Brown County trails were actually created from scratch. A bunch of people, mountain bikers themselves, designed and carved these trails out, and they meant business. The result is pure riding ecstasy! While posing for the typical Hesitation Point picture, we encounter some riders coming up the trail from the opposite side. A quick tete-a-tete reveals this to be the peak of the Hesitation Point climb, a 2.5 mile climb along singletrack and switchbacks that is also a deeply contested Strava section. From where we are though, it’s going to be 2.5 miles downwards! Slightly hesitant after Walnut, the three of us probe our way on to the HP trail. It starts out flat, but then a few corners later, the ground feels like it’s being yanked from underneath our tires. It’s getting darker, and my fingers feel twitchier on the brake levers. The trail quickens again, catapulting us down the narrow sides of the mountain. The angles have increased manifold, and at places the trail’s edge drops away into deep ravines below. I focus on the trail, not wanting to slow down, heart in mouth, trying not to put a death grip on the bars. There aren’t many jumps or suicidal rock gardens. Instead, this trail greets you with speed and heights. It’s the fastest and steepest riding I’ve done. And being attached to my pedals isn’t helping. Suddenly, I hear a yell from Ryan out in front. As I round the bend, I see three more riders scarpering off the trail.


The trails in Brown County allow bidirectional riding, and at this time of the year, with the forest at its densest, blind corners add an extra element of the unknown to your ride. Most riders are extremely courteous though, and it strikes me what a wonderful and close-knit community of people mountain bikers are. Slowly, the ground loses its steep angles and eventually we come to a fork, where another intermediate trail begins. It’s time to turn around and head back to camp for the day. After the madness of Walnut and the downright silly speeds of Hesitation, I settle in and just focus on the surroundings. The 29er wheels make quick work of the climb, I can feel myself being able to catch up easily with the Fuel, and with what looks like our final spurt of energy, we climb out of the forest and back on to Hesitation Point again. Back at camp, Ryan breaks out the pasta and bratwurst, and we watch the fire die down while roasting marshmallows. Then it starts to rain, and we jump into our tents. Lying down listening to the raindrops and the sounds of the forest, I feel intensely satisfied. The adrenaline rush is slowly dying down, and the beating our bodies have taken is making itself felt. Before I know it, I pass out. Next day we ride Limekiln again before lunch, thoroughly enjoying the increased speeds that come with familiarity. There’s more mud around, but it just adds to the fun factor. We take pictures, ride the berms back and forth, place bets over who can bunny hop the highest. The plan is to do the Northern loop of Intermediate level trails after lunch. Sadly though, a typical Midwestern thunderstorm puts paid to those plans. It rains all afternoon and into the evening. As night begins to settle around us, we give up and break camp. We may be done riding this weekend, but Brown County has stolen our hearts and we know there are many more hours of riding to be done here. Plans are made to meet again in Fall, when the season turns Brown County into a mesmerising fantasy world of bright orange, yellow and red hues and bikers can ride through a tunnel of colors and jaw-dropping vistas. For myself though, I’ve discovered a treasure right in my backyard and the prospect of taking my riding to a whole different level has me dreaming happy dreams.


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LOOKING BACK

A peloton in the 2005 Tour de France

In 1900 a sports newspaper called L’Auto was launched. In 1902, in the face of struggling sales, Chief Cycling Journalist Geo Lefevre suggested the idea of a six-day race across France, to boost circulation numbers. Thus, Le Tour de France was born. Four riders have won the Tour de France five times - Jacques Anquetil (1957, 61-64), Eddy ‘The Cannibal’ Merckx (1969-72 and 74), Bernard Hinault (1978-79, 81-82 and 1985) and Miguel Indurain (1991-95). . This year is the hundredth Tour de France and, in its honour, we took a look at some of the highlights of one of the great contests of the modern age.

1903 - Rags to Riches The first Tour de France had six days of racing over 2428kms and was won by Maurice Garin - a chimney-sweep turned road racer. For his troubles he was awarded 6,125 francs.

1904 - Nearly the End The wild success of the first edition nearly resulted in the second edition being the last. Cheating was rife with and ranged from being pulled by a motorcycle to hopping on to a train. Passionate fans formed mobs to beat up riders who dared to challenge their favourites. The French Cycling Union disqualified all the stage winners and the first four finishers including Garin.

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1910 - The Climber Cometh In 1910, the Pyrenees mountain stages were added. On crossing the summit of Tourmalet, Octave Lapize shouted at the Tour directors, “You’re all murderers!”

1919 - The First Yellow Jersey The colour yellow was chosen because it was the colour

Riders chat during the 2006 Tour de France. The Tour hasn’t always been quite so friendly. By Kallenovsky


of the paper used for the newspaper L’Auto . The first ever yellow jersey went to Eugene Christophe.

1934 - All for the team A young rider named Rene Vietto begins the race as a support rider for Antonin Magne (the winner in 1931). But, he quickly proved he could more than hold his own, winning four stages and showing he was by far the Tour’s best climber. On a descent Vietto was part of the breakaway when he realised Magne had crashed behind him damaging his front wheel. He turned, went back to him and gave him his front wheel, ending his own dreams.

1956 - Every dog has his day Roger Walkowiak, an unheralded regional rider, came out and battled with the pros, toe to toe. And he did enough over the course of three whole weeks, to bring it home to Paris, despite not winning a single stage.

1964 - Five times! Jacques Anquetil holds off an attack from Poulidor in the final climbing stage of the 1964 Tour at Puy-de-Dôme. He went on to become Le Tour’s first five-time winner.

1969 - Here comes The Cannibal! Eddy Merckx was in his rookie year when he picked up a few stage wins early on. When Le Tour hit the Pyrenees he dropped the competition as he went over Tourmalet and charged on to victory, also becoming the first rider to win both the green and mountain jerseys.

1999 - 4 Stages In A Row Mario Cipollini dominated the sprint stages of the Tour for years. In 1999, he won four consecutive sprint stages a feat never before (or since) achieved.

2001 - 6th Green Jersey Erik Zabel was a consistently quick sprinter. How consistent? Well, in 2001, he won the green points jersey for the sixth consecutive time - an all-time record.

1975 - The end of the Merckx era Eddy Merckx seemed all set for a record sixth victory when he simply seemed to lose it on the climb to Pra Loup. He still continued despite enduring a crash a few days later which required his jaw to be wired shut, surviving on fluids. He finally rolled into the Champs Elysees (the first time the race was scheduled to finish there) in second place, ending an incredible Tour career. He wore the coveted yellow jersey for 96 days in his career, a feat matched by none since.

1983 - Courage and grace In 1983 Pascal Simonwas leading by more than four and a half minutes when he fractured his shoulder blade in the 11th stage. He soldiered on for five days in excruciating pain while. Gallant challengers refrained from attacking the wounded leader and waited for him to drop out, which he finally did in the 17th stage on the climb to Chappelle Blanche.

1992 - Defending. And how! In 1992, Migueal Indurain dropped the hammer at the Luxembourg time trial. Averaging more than fifty kilometres an hour, he left everyone (and everything) in his wake and went on to take his second of five titles.

1995 - Five! The big man fought off a surprise attack from Laurent Jalabert, to clinch his fifth consecutive title and adding a little more lustre to the legend of Miguel Indurain.

2012 - Britain’s time has come Bradley Wiggins wins Le Tour de France to become the first Brit in history to do so and goes on to win the time trial at the London Olympics soon after.

Images licensed under Creative Commons (http://creativecommons.org/licenses/by-sa/ 3.0/)] via Wikimedia Commons CRANK with ProCycle AUGUST 15TH, 2013

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WHY BE A RANDONNEUR? by Divya Tate and Anil Uchil

As we read in last month’s edition of Crank with Procycle, randonneuring has taken off in a big way. Cyclists in India are taking on challenges that were inconceivable to them only a couple of years ago. What is it that is driving people to step out of their comfort zones? In an attempt to understand this phenomenon Anil Uchil and Divya Tate talk to Randonneurs across the country, and find a rich diversity of people, challenging themselves and inspiring others.

People from diverse backgrounds and age groups, with differing financial and physical abilities, have taken to randonneuring. It requires you to learn to operate on little sleep, keep going days on end, spend a lot of time training and so much more. Why and how do they do it? Well, we asked them a cross section of randonneurs and here’s what they had to say. The Why Srinidhii Murugappan was fourteen when she rode her first brevet and is one of the youngest in the sport. Her current objective is to become a Super-Randonneur. She says, “In a brevet, even if I don’t complete it, I feel proud of myself for having had the courage to attempt it.” Fourteen-year-old Fancy S. Kuppozhackel comes from a modest financial background, rides a regular bicycle, and yet is a national and state MTB race champion. Cycling is an all-consuming passion and this is what drives him. Manjula Sridhar says, “Endurance travel has been part of many cultures as a means of spiritual advancement and that is what it is about for me.” A black belt in Karate, she took up cycling as a serious hobby in 2009, did a half Ironman in 2011 and became a Super Randonneuse in 2013.

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Proving that age is no bar to personal growth is Sundar Rajan or ‘Sundar Sir’ as he is known in cycling circles. At sixty-three years of age, he is the oldest randonneur in Madras and a beacon of inspiration for others much younger than him. He rides to understand and push his physical limits and mental strength. Finishing a thousand kilometres is tough at any age, but doing so at the age of fifty despite having no background in sport at all, is quite something. Just ask Ashok Thiruvengadam who rides his bike to other cities to attend meetings. To him, riding a brevet is a process of self- discovery, during which he feels relaxed, rejuvenated and full of a positive energy. That might explain why his debilitating migraines have disappeared altogether.


FROM THE EDITOR Anil Uchil and Divya Tate are themselves great examples of what randonneuring is all about. Anil has unflinchingly helped others on brevets and even the Paris-BrestParis 2011, at the cost of his own rides. He also has a flair for setting off-beat records such as doing an entire Super Series on four different bikes - MTB, road, folding (you read that right!) and Hybrid. Divya is herself India’s first Super Randonneusse, completing that series in 2011 only 4 months after fracturing her knee. She did it a second time this year.

Rajesh Pullarwar - An accomplished rider who is quite comfortable with distances, he often puts others’ rides before his own. During one brevet, he stopped so many times to help fellow riders that he could not complete his own brevet on time. But he has no regrets. In his words: “I think randonneuring is satisfying because we race against time, not against other participants, so when maximum number of participants finish within time, it means we all win.”

The How At twenty-four, Rohit Karn is Chennai’s youngest Super Randonneur. Every brevet requires him to ride an extra 50 kilometres as he lives on the other side of the city and has to make it to the start line. “Randonneuring is all about planning and your mental strength. Never look at the total distance to be covered; break it into smaller, easily achievable targets.” he says.

Kochi’s Samor K. Joseph (16) has been winning races in district and state level races. In his words, “It’s all in the mind! It is the mind that propels you forward to achieve a goal. So don’t let fear overtake you under any circumstances.” “If you are not able to do something today, with continuous focus, you will surely be able to achieve that tomorrow.” says fifty-eight year old Mohinder Singh Bharaj, one of Mumbai’s most dedicated riders since 2011. If you needed more convincing that anything is possible, how about the story of Dharmendra Sachan. Indeed, cycling 200 km is challenging. But, try doing it with a leg which is amputated below the knee! Dharmendra is not only a cyclist, but also a long-distance runner and an inspiration to many. In his words, “Impossible is nothing. If I can do it, so can you! The fact that I ride despite my amputated leg, probably motivates other people to go out and achieve things.”

CRANK with ProCycle AUGUST 15TH, 2013

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PROCYCLE TESTED

SCOTT CR1 COMP Tech Speak by Nilesh Dhumal Images by Rahul K Thomas

ProCycle rider Ajay Kamble putting the Scott CR1 Comp through its paces


In this month’s bike test, we bring you the 2013 Scott CR1 Comp. We had ProCycle team riders put in many hard kilometres on it and here’s the long and the short of it. We like the way it looks and though all-black with yellow accents doesn’t set the pulse racing, it does seem to reflect the bike’s character. The Scott CR1 Comp’s carbon frame is well-balanced with nice vertical compliance. It is designed to give you a greater degree of comfort on not-very-wonderful roads. Scott’s patented Shock Damping System (SDS) is obvious in the shape of the stays with wider, thickened sections in each, designed to live up to its name. Scott claims that the profile of the tubes is designed to absorb vertical stress without compromising on lateral stiffness. They have also incorporated SDS into the carbon fork. We do wish the cabling was internal though as it does detract from the overall appearance. Keeping the weight down are the carbon dropouts, the all-carbon 1 1/8” steerer and the carbon seatpost. The saddle did look like it would be comfortable on long rides but experience taught us otherwise. Saddle comfort being such a personal and subjective thing though, we leave that to you to decide. While overall the bike seems geared towards long hours in the saddle, its no slouch either. Stand up and crank and the CR1 Comp responds well, accelerating quickly thanks to the stiffness of the frame at the bottom bracket. While sprinting we did detect a little bit of flex from the front end. This could be from the wheels or the handlebar or even possibly the frame around the head tube. This however is so barely noticeable that its unlikely to be a cause for concern for anyone other than the most demanding of riders. To make the bike more economical (as its the Comp version), Scott has specced a mixed Shimano drivetrain. Up front we have a Tiagra FD and BB with a non-series crankset (of Tiagra level). This is mated to a Tiagra cassette and 105 RD by a Tiagra chain. All this is controlled by 105 shifters. Its a smart package which keeps the shifting smooth. The compact 50x34 crankset and 12-30 cassette are helpful on climbs and allow you to maintain a high cadence on flats but you do tend to run out of gears on high-speed rides, particularly if you’re the motor-pacing sort. All this sits on Syncros Race 28 Aero wheels by Alex Rims. The 2mm aero spokes cut turbulence and the wheels are smooth and responsive. The Formula sealed hubs will do yeoman service without requiring constant attention.


Carbon fork with SDS

The thickened stays with SDS

105 RD with a Tiagra cassette The economical but functional crankset

Shimano 105 shifters


These certainly wouldn’t be our choice of race wheels but, are good, reliable training partners. Stock tyres are the reliable Continental Ultra Race 700x23c. We weighed the 54cm bike at 8.68 kilos, including 105 pedals and an Elite bottle cage. So whats the verdict? At a price just shy of a lakh and forty-thousand, a rider gets an all-carbon bike, which is very amenable to smart upgrades, from a premium brand. While the overall package indicates that the Scott CR1 Comp has the less-than-pro rider in mind, it certainly has the shared DNA of its more flashy siblings to go to the next level. Slap a good wheelset on it and upgrade the drivetrain and this bike will not disappoint you. With its versatile character, you’ll find yourself riding this in various conditions and while you may have multiple rides in your stable, it just might become your go-to bike for any occasion.

Ritchey headset and syncros stem

Syncros carbon seatpost

Syncros Race 28 Aero Wheels


PROCYCLE GUIDE

BIKE RACK BASICS As the urge to ‘get out and ride’ increases, more and more people are heading out of town with their bicycle in tow. Consequently, most of them, sooner or later have to face the question of which rack to buy. We put together a little guide with a few racks that we have used extensively and like.

Roof Racks Roof racks aren’t terribly common. This is because they require some attachments to the top of the car, are considerably more expensive and have to be left on the car.

Pros • Hassle free. You don’t need to muck around once its installed • They stay on the car (for the most part) and don’t require storage • Are very stable at high speeds

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• They keep the bike(s) protected from traffic all around • Lockable so you can leave your bike on them and wander off

Cons

• Due to the height, you need to be wary of overhanging branches or barricades. • Expensive! • You might not like what it does to your car aesthetically speaking, particularly if you drive a luxury vehicle • Overhead lifting isn’t everyone’s cup of tea

Thule ProRide 591 Price: Approximately 26,000 (one rack) and 35,000 (two) This is by far one of the most popular bike racks in the world. And for a reason. Thule’s construction is bombproof and has so many seemingly


Thule ProRide 591 carries it all with panache small features in it that make it a quality product. The roof rack actually consists of three parts - footpack, load bars and rack. The ‘feet’ (four in total) are what holds the entire thing to the roof of your car. Thule makes a gazillion of these, to fit most cars on the face of the earth. The load bars are then fixed to the foot packs and span the roof of the car. Thule makes a vast number of products which then attach to the load bars, among them being the ProRide 591 bike rack. The massive ‘arm’ holds the downtube of the bike rock solid. Everything is coated in plastics so that it remains unscratched. There is a lock built into the base of the arm which allows you to lock down your bike and then leave it in peace. The tyres fit into the trays and are held down by straps. Expensive it is but this is one rack that will last you a lifetime and outlast many a bike.

Elite The Elite rack/attachment is fixed to the crossbars and requires you to take off the front wheel of the bike. This is fine for roadbikes and most mountain bikes but not for ‘big bikes’ (all-mountain, freeride and downhill bikes) which don’t have dropouts in front. The Elite can be locked tight and is very convenient to use. This isn’t yet available to the general Indian public but a little birdie told us that it soon might be.

Sea Sucker Price: Approx 30,000 The Sea Sucker rack does away with the need for crossbars or any kind of semi- permanent or permanent attachment to the car. It uses suction cups with which it is attached to the car. While this might sound like a tad much, you would be fairly amazed at the effectiveness of it. It

The neat Elite rack


grips well and therefore can be used on any flat surface. Beauty and minimalism comes at a price though and this is no exception.

Rear Racks

The Seasucker uses suction cups to attach to the roof The versatile BnB Aerorack uses straps

Rear racks are the most common. They fit to your hatchback or SUV rear door or to your sedan boot. They tend to be more cost-effective and do not require alterations or installations on your car. However, there are a bewildering number of variations on the rear rack and the first-time buyer is understandably confused about why or how to choose one over the other.

Pros of a rear rack • • • •

Requires no alterations to the car to install it Can be removed and stowed away at the end of the trip If you have more than one car, it be switched between them Relatively easy on the wallet

Cons of a rear rack • • •

Exposes your bike to the dangers of being rearended by a clown who isn’t paying attention. This is a very real and every-present danger if you live in a metro of even middling size in our part of the world. Many is the woeful tale of cyclists getting out to of the car find their beautiful bikes mangled and the guilty party scooting off into the distance. Sticks out on the sides of the car if the wheels aren’t taken off. If you take them off and stow them in the car, they can muck up your car after a particularly dirty ride. Tends to scuff up the rear of your car over time at the points where it clamps on.

BnB Aerorack Price: 10,290 This is an extremely versatile rack and can be used on both hatchbacks and sedans (a major plus if you have multiple cars). Its employs straps and this can be a tad fiddly if you’re not used to it. Once you get the hang of it though, its fairly straightforward. You just need to ensure that the right tension is maintained on the straps in order for the rack to be secure. The BnB rack takes three bikes with ease, folds down well and requires very little storage space.

Thule Clip On 9103/9104 Price: 9,900 This is probably the most commonly used rack as it does everything you need it to, with no fuss, at a compelling price. Design is typical Scandinavian minimalism with two large interlocking metal arms. The hooks and clamps are rubber-coated so as to minimise scratches. It weighs just

The popular all-metal Thule Clip On 9103/04


Thule Clip On High 9105/06 six kilos and once set up for a particular car, installation is a simple matter of unfolding it and hooking it on. Storage is also very simple and it tucks away into the boot easily. The rack holds 3 bikes securely, with no fuss at all. You might want to remove one wheel on each bike though, so that it doesn’t stick out.

Thule Clip On High 9105/9106 Price: 18,900 The Clip On High is a heavy-duty variant of the former. It incorporates trays so that the bikes can be simply lifted up and put on the rack without removing the wheels. It keeps the bikes up high and out of the way, considerably reducing the risk of damage due to being rear-ended. Being heavier than the last one makes it a tad harder to install and its size makes storage more difficult. It allows you to lock your bike securely though which is a big plus. It comes in two variants - one for SUVs and the other for hatchbacks. Please know that this little list is far from exhaustive and is in no way meant to dissuade a potential buyer from buying any other rack . We encourage you to shop around for a solution which works for you. In fact, let us know if there’s a rack that you like and we’ll be happy to try it out and feature it ourselves. The only thing we advise you to keep in mind while buying is that you will be entrusting your beloved (and probably expensive) bike to a piece of equipment, the failure of which could lead to rather expensive damage. The amount of money you spend on it should therefore probably be directly proportionate to the cost of replacing said bike or bikes.

THe Clip On High is lockable

The bikes stick out a bit on the sides of the car


PROCYCLE PROFILED

Rajanikanth Puttabuddi Like most of us, Rajanikanth rode a cycle as a kid and loved it but then life intervened. His return to the fold was just four years ago and since then he has ridden several thousand kilometers. He began with a mountain bike but quickly felt the need for speed and switched. Then the fascination with long distances caught him and in 2012 he completed the 200, 300, 400 and 600 km brevets, making him a Super Randonneur. An avid distance runner too, Rajani aims to add swimming to his repertoire, so that someday (soon) he may compete in triathlons. In the meantime, he divides his time between his bikes and his running shoes.


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1YEAR ` 720 12 ISSUES at 40% OFF the cover price DELIVERED TO YOUR DOORSTEP PLUS some surprise goodies along the way To subscribe, mail a cheque in favour of ‘PROCYCLE AND SPORTS INDIA PRIVATE LIMITED’ to our corporate office (address below) along with your details or drop by the ProCycle showroom (address below) and pay by cash. Email us with your queries at crank@procycle.in Showroom: Indiranagar, 37, 11th Cross, 1st Stage, Bangalore- 560038 Tel: +91 80 25202004 +91 98802 16064 Corporate Office: Indiranagar, 889, First Floor, 7th Main, 4th Cross, HAL II stage, Bangalore - 560008. Tel: +91 80 41161902


RED BULL STREET MAHARAJA 2013 Images by Utkarsh Rao

This last month saw BMXers in a tizzy. Yohei ‘Ucchie’ Uchino, world flatland BMX champ and inventor of the ‘Ucchie Spin’ was in Pune for the Red Bull Street Maharaja. Originally conceived as a platform to help passionate BMX riders, it evolved into a full- fledged three-day BMX flatland workshop with the Japanese champion. The workshop ended with a shootout between the local competitors with Ucchie as the judge. When the dust finally settled, it was Shahbaaz Khan from Mumbai who was crowned the 2013 Red Bull Street Maharaja. With more attention shifting to these parts, we can’t wait to see what these boys will be able to do in the times to come.



BOYS’ TOYS

OAKLEY RADARLOCK PATH Oakley’s Radarlock Path comes with their truly badass ‘Switchlock Technology’ which allows you change lenses quickly and then lock the new one in place. With great (and uniform) clairty, enhanced peripheral vision and high impact resistance, these are the shades that every athlete would kill for.

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CRANK with ProCycle AUGUST 15TH, 2013


SHIMANO AM 45 SPD SHOES Shimano’s AM45s are a great pair of shoes for all-mountain riding. With a tough toe box and a lace flap which is really robust, these shoes repel water and stones alike. Both stiff enough for trail riding and grippy enough for downhill, these are your go anywhere, do anything MTB shoes.


GET OUT AND RIDE!

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