Lebensstil

Typically, we have four different materials that we look to when producing bike frames. Aluminium is a versatile option, striking a great balance between price point and weight. There is steel that also promotes great versatility, and the advanced modern steel alloys we see today can make for very lightweight frames with beautiful ride quality, while at the same time being super durable and also repairable. Titanium takes metallic frame materials a step further and has a strength to weight ratio that surpasses both steel and aluminium. Its corrosion resistance is another reason it is such a great material for making bike frames, and is noted for its ‘springy’, comfortable ride feel. Carbon fibre is the choice for the rider who is looking for speed. The lightest frames on the market today are made from carbon fibre, and the manufacturing process associated with making carbon frames allows engineers to make use of more aerodynamic frame profiles. But why would we choose one material over another? Are some materials better suited to certain disciplines? Let’s dive in and examine what can be offered by these different materials.  Beginning with aluminium, we might view this material as quite a modern material for bike frames. In actual fact, its use can be traced as far back as the late 1800s. Surprisingly, a brand known as 'Lu-mi-num' made a frame using a monocoque-type construction technique, producing a very striking looking and lightweight frame for its time. But fast forward to the late 1970s, and we begin to see the first mass-produced bike frames being made by Vitus, paving the way for the material in the modern age.  Aluminium makes a lighter weight frame than steel due to its lower density, but with this characteristic comes less strength and also more flexibility. To avoid premature failure, aluminium bike frames need to be made using larger diameter tubing to achieve the stiffness required to prevent it flexing too much. However, we can still make a lightweight aluminium frame because the wall thickness of wider tubes can still be very thin. To demonstrate this, we can take two tubes of the same wall thickness and increase the diameter of one, the wider diameter tube will be stiffer without having to increase its wall thickness. It is this property that allows us to build a frame that is lighter weight than many steel frames – we can build a strong enough frame using just enough of a lighter weight material. We can also decide to use hydroformed tubing to give profiles that are refined into certain shapes to allow for better control of both directional flexing and stiffness, therefore allowing a tube to flex more in one axis, and less in another. But even with hydroformed tubing, the ride quality of an aluminium frame can often feel stiffer than other material choices. The advantages here are that we can build a very responsive frame suited to specific disciplines. Where a cyclist rides predominantly on smooth surfaces, for example on a velodrome track or on a closed criterium track, an aluminium frame may be the best choice. It will be stiff enough to allow for optimal power transfer. The durable nature of aluminium also means that its robustness will soak up punishment from crashes (crit racing is renowned for crashes being common). The generally cheaper price of aluminium race frames when compared to carbon fibre means that the rider may be more inclined to choose an aluminium frame for this discipline, taking into account carbon’s failure characteristics, which are often catastrophic. Its failure characteristics dictate that a crashed carbon frame should be thoroughly checked for cracks and other damage, and may mean there is a higher likelihood of the frame needing to be written off after a crash. For this reason, a criterium racer may lean more towards an aluminium frame and its ability to absorb more impacts before it fails.  But aluminium may also be the material of choice for other types of bikes; the budget conscious adventure rider still has a range of very capable bikes to choose from. With tough but lightweight, hydroformed tubing, and enough space for wider tyres to allow for a comfortable ride, aluminium frames can be a great choice for off-road riding. And when we combine components such as suspension forks with wider tyres, we can achieve a super compliant ride with great off-road capability. The stiffer nature of an aluminium frame plays a harmonious part when paired with these component choices – responsive, lightweight ride feel for tackling technical terrain, paired with the forgiving comfort that comes with the larger volume tyres and suspension components.  Alternatively, an urban commuter might want something that is light enough to perform when the clock is ticking on their way to work, but they may be reluctant to splash big money on a bike that will be subjected to a lot of rough use. Choosing an aluminium framed hybrid as their workhorse will tick the boxes. Aluminium is a great material for bike frames. Its structural benefits are numerous and because of its lower price point, it can make cycling more accessible. However, it is not the perfect choice for absolutely every kind of bike, and unless the manufacturer is adequately equipped for aluminium specific manufacturing processes, making a frame is not quite as simple as welding a few tubes together. The heat-treating stage of making an aluminium frame can complicate matters, and being able to control this stage accurately can be costly both in machinery and energy, although, some aluminium alloys lend themselves better to simpler methods of heat treatment. But for this reason, it is far less common to find custom bicycle framebuilders using aluminium as their material of choice, so realising a made-to-measure aluminium frame may be more complicated than specifying steel, or even titanium. And when we consider the environment, we must remember that the process of TIG welding is also somewhat energy-thirsty when compared to other materials’ fabrication practices. Another aspect to consider is aluminium’s lack of fatigue limit, which means that the repeated small level stresses associated with the prolonged use of a bicycle will result in the material’s eventual failure. This is a reason why aluminium bike frames can be built to a relatively low weight, but only to a certain limit in order to include enough material to stave off fatigue failure. When we do consider the end of an aluminium frame’s life, we can also think about where it might end up after it is discarded. Currently, aluminium is widely recycled, so we can rest easy knowing that the material used to make it could find itself into a new product. If we want a bike frame to last us a lifetime, that can even be passed onto the next generation, a frame that can be easily repaired or even modified, then we need look no further than steel as our material of choice. For well over one hundred years, steel has been the staple for making bike frames, and as the material has evolved into stronger alloys with corrosion resistant properties, tubing is able to be drawn with finer wall thicknesses, resulting in lighter weight frames with superb comfort. The longevity of steel bike frames is something that cannot be argued with –there are steel bikes that exceed one hundred years in age that are still being ridden at events such as L’Eroica. This practical and time-resistant material is here to stay, and even as manufacturers explore the use of new materials, steel still remains irreplaceable. It may no longer be the number one choice for the race machines of the professional peloton, but the dependable nature of steel makes it the number one choice for the cyclist who wants to tackle the far-flung roads and trails of the world. For the adventure cyclist covering great distances over remote topography for months at a time, steel has proved itself time and time again. This is testament to its versatility, and it has been shown to be repairable using some very basic techniques. In the early days of the Tour de France, necessary frame repairs were carried out en-route at blacksmiths’ forges. Even in the 21st century, it has not been unknown for long distance cycle tourists to have their steel bike frames repaired by truck mechanics, wielding MIG welders, and to great effect! This says a lot about the ease of workability that comes with steel when compared to other metals, and for this reason, it lends itself well to custom frame fabrication. The scope of possibilities is incredibly broad when it comes to building steel frames. It can almost be seen as a medium of artistic sculpture, and some of the designs that are being produced by custom framebuilders are works of art in themselves. The range of shapes and geometries achievable by joining steel tubes together seem almost endless. And not only is a fabricator limited to building a steel frame from scratch, but existing bikes can be modified and transformed. Back in 2022 in our House Blend series, we documented the transformation of a steel Bombtrack Beyond frame into a tall bike at the Dropbar Bikes workshop, with Harald Kinzel. This was a first-hand demonstration of what can be done with steel, and really highlighted its reusable, recyclable nature. We highly recommend checking out the video, it serves as a great five-minute insight! Apart from being the embodiment of utilitarianism, building a fast, lightweight, but also comfortable steel bike, is easily achieved. The newest steel alloys in production allow for ever finer tube butting, and the tough nature of stainless steel allows butting profiles to be pushed further, helping manufacturers to produce even lighter weight tubing. The last bike frame of steel construction to be spotted in the pro peloton was in 2019, proving that the material was still race relevant. Granted, there were carbon frames of lighter weight available at the time, but there is no denying that the frame being ridden here turned heads. The beauty of a steel frame may not just be skin deep, however. The noble source from where the material comes from in today’s world of bike frames also perks the attention of the environmentally conscious cyclist. A lot of steel that is used in bicycle frame tubing production comes from recycled material. Companies such as Reynolds Technology, the legendary British tubing manufacturer to who we owe the invention of the butted tube, use 100% recycled steel to make their tubes. Also, the metal waste generated by many frame and frame component manufacturers is also recycled. For example, the excess steel produced during the investment casting of lugs and dropouts often finds its way back into the factory process, and eventually into other areas of industry – a Taiwanese company called CWIDE uses a precision lost wax investment casting technique in their manufacturing, and the waste steel product from this process is used to make heavier duty products such as manhole covers and excavator buckets. And as the years tick on, even this ancient material is finding its way into more modern methods of manufacture. Steel is able to be 3D printed, which creates far less waste than investment casting. In the modern age, this manufacturing technique is becoming more widespread in the manufacturing of frame components. The archaic but nonetheless very effective and efficient method of tube joining known as brazing, is also still widely used in bicycle frame manufacture. It is worth noting that brazing does not use very much energy at all—the rate of fuel consumption requiredto braze up a bike frame is considerably less thanthat of many cars as they are driven day to day.  One feature of steel, and perhaps its most significant attribute, is the way it rides. The way it absorbs road and trail vibration is notable, and manufacturers often attempt to emulate this characteristic when making frames from other materials. The forgiving nature of steel, is touted as ‘springy’ and ‘lively’, making for a very smooth ride. Steel is loved by so many cyclists because of this ride quality that is so unique and original. For so many years, steel was the only real choice for making bike frames, and perhaps this ride quality explains one of the reasons as to why other materials were not so actively pursued until relatively recently. You will hear people use the phrase ‘steel is real’ when talking about bike frames, and for a very long time this was true, and is indeed still true today for many reasons. A steel frame is a joy to ride, and when the cyclist wants first and foremost to enjoy cycling, then steel with its great ride quality may be the perfect answer.    But what if we want to pursue all out speed, with no compromise on drag and stiffness, giving unadulterated race performance? Sometimes we need the edge over opponents, and when time is measured in microseconds, every watt counts. When designing for carbon fibre manufacture, the frame shapes that are achievable are different beasts altogether when compared to what we see when working with metal. Typically, a production carbon bike frame is made by laying up carbon sheets into a CNC machined mould, allowing the frame components to be constructed and joined to one another in a seamless way. Here, the engineer can achieve monocoque shapes that address three key areas of race bike frame production – stiffness, weight, and aerodynamics – with a much more refined insight and scope of adjustment. More carbon can be laid up where stiffness is more important, and where weight can be saved, the layup can be made to be thinner. With this kind of design, engineers are not limited to prescribed tubing standards or joining techniques. State of the art Finite Element Analysis (FEA)and Computational Fluid Dynamics (CFD)software helps to simulate frame testing before any of the physical production happens. This facilitates the pursuit of bolder designs, without the high cost of creating numerous physical prototypes – the CNC moulds are very expensive to produce.  A frame designer can also look at other materials when working with carbon fibre, and choose to emulate their ride qualities through means of different layup techniques. The forgiving ride that comes with steel and titanium can be channeled by focusing on different seat tube and seat stay shapes and layups. Conversely, the stiff, responsive nature of aluminium can be the inspiration when deciding on how much material to add to the bottom bracket junction. Having the capacity to make use of the 3D design space offered by CAD programs gives the engineer virtually limitless space to develop complex shapes that address the requirements made in the frame’s design brief. This method of design process isn’t just unique to carbon fibre manufacture however, but it is quite essential to allowing the engineer to get the best from the material and emphasises its place as the most modern material in our lineup. Having said this, designing a frame in carbon to emulate the ride qualities of other materials can end up being quite a challenge. Because the material is still relatively in its infancy compared to other metals, such as steel, which has been around for thousands of years, some teething problems are inevitable. Occasionally, carbon bicycle frame manufacture can throw up quite unexpected issues. Two to three years down the line after manufacture, some brands have encountered failures in batches of frames made using very fine layups and tube profiles. In areas where the material has been designed to flex to give a suspension effect or to aid a frame’s ride quality, careful consideration of the carbon layup is vital in order to avoid micro-cracks developing, which can ultimately lead to the catastrophic failure of a frame. Because of this, there becomes a point where the engineer may find themselves overcompensating by adding such an amount of material to prevent this failure, that the weight saving advantages from carbon fibre are somewhat negated. Striking this very fine balance is not easy and is a result of a lot of work and the associated trial and error that is part and parcel of the process. The fact that we are arguably still relatively early in the life of carbon fibre use as a bike frame material means that the potential for further positive developments is particularly exciting. Perhaps in the future of carbon fibre composites we will see much more resilient and flexible components, together with improved systems encompassing the whole concept of a material that better supports its own recycling. Currently, there are only a few products available made from recycled carbon fibre, probably a consequence of the fact that the process of carbon fibre recycling is itself also in its infancy. But as the material becomes more widespread, so does the community around it, and nowadays it is really not difficult to find someone who is suitably equipped and sufficiently skilled to repair a damaged carbon frame. Like all materials, carbon fibre isn’t the absolute wonder solution to the manufacturing requirements of every type of bicycle frame. Producing custom sized carbon frames can be done, but the process may become prohibitively expensive if the maker is fabricating using monocoque moulds. Cheaper methods can be employed with the use of pre-made carbon tubing joined into pre-made clusters, but this sacrifices some of the benefits that come with monocoque construction. As mentioned earlier, carbon’s different properties when it comes to impact resistance may be taken into account too – other materials may be a better choice when the bike’s intended use is of a more rugged nature, such as bikepacking or freestyle BMX.  But what if we are looking for something with a truly robust nature? A frame that won’t succumb to corrosion, with a ride-feel like nothing else. A frame whose weight is even lower than the finest stainless steel frames out there. Of course, we look to titanium. The futuristic aura that surrounds this exotic metal brings to mind visions of spacecraft and sound barrier-breaking fighter jets. However, with the first documented titanium bike frame being produced in 1950s Britain, we can see that the potential for its use in the bike world was discovered quickly – titanium was adopted as a manufacturing material only after the Second World War. However, it wasn’t until the 1970s that titanium really started to take off as a viable material for bike frames, and from there, the material was refined into something that was both comfortable and stiff enough to perform well.  These days, titanium bike frames are quite commonplace, but they still hold onto their reputation as the exotic, space age material with the material’s unique almost indestructible qualities. Frame manufacturers like to show off the material when they make a frame, usually leaving it in a raw, unpainted finish which never fails to turn heads. Today, the material can be used in both mass production and smaller level custom framebuilding operations. The TIG welding methods used to join the tubes are similar to those employed during the fabrication of steel frames, so the transferring of skills from steel fabrication to titanium fabrication is realistic.  The fatigue limit of titanium is somewhat greater than steel, therefore allowing the manufacturer to produce a frame with a much higher strength to weight ratio than steel. The frame can be made to be just as robust, but lighter weight than the equivalent steel frame. However, for reasons similar to those that we are confronted with when working with aluminium, we cannot make a titanium bike frame to be absolutely featherweight without noticing some shortcomings. Titanium might not run as much of a risk of failure when compared to aluminium, but if the tubes are drawn to wall thicknesses too thin, the amount of flex will become too great and therefore make for an ill-riding frame. Titanium is less dense than steel, so this naturally makes it a more flexible metal. This is why we don’t really see titanium frames on the market that are built with tubes as slim as what we see on steel frames. As mentioned earlier, a larger diameter tube is stiffer, regardless of its wall thickness, and the cost to experiment with larger, non-standard tubing diameters increases the bike’s end value. Sometimes, we do see titanium frames with hydroformed tubing, for the same reasons we see them being used on aluminium frames— this can help with refining the ride quality of the end result. But, you will have noticed the generally higher cost of titanium bike frames, and a lot of this comes down to the material cost. From some suppliers, a titanium tube can be around ten times the price of a chromoly steel tube of similar spec, and this is before we factor in the extra costs for the higher level of workmanship required to turn the tubes into a top performing bike frame. This being said, the extra cost that comes with a titanium bike frame can seem very much worthwhile, because in the end, we have a very lightweight, supremely comfortable frame, that will not corrode over time, and will absorb punishment from rough use, like the Terminator brushes off a shotgun round. But don’t worry, a titanium bike frame can still be defeated, just like the Terminator can be, and the material is 100% recyclable. So what do you look for in a bike frame? The cost-effective functionality and performance that comes with aluminium? Perhaps in today’s age, the robust, repairable, and age-old reliable nature of steel is the most sensible option. Maybe you are chasing the clock and need nothing but the lightest weight, that can only be delivered by a carbon fibre frame with refined frame components and design techniques. Maybe it’s a forever bike that you’re looking for, and titanium’s mythical status is promising to you that in 200 years time your bike will still be going strong! SEIDO ComponentsNovember 2025By Peter Skelton

When making the decision to change the setup of our gravel bike to fit it out with a flat handlebar, what exactly can we expect to achieve? There is the potential to transform it into a completely different beast, expanding its off road potential. Maybe we can tap into a riding spirit of a bygone time, or even modify the setup to create a bike that is dialed in for ultimate performance during endurance events. Here will explore the ins and outs of making this conversion to our gravel bike, and analyse some of the factors we need to take into account before opening the tool box. The process is not as simple as just bolting a new handlebar onto a gravel frame. When we look at the geometry of a conventional gravel bike, or any drop handlebar bike for that matter, we have to take into account the bike’s reach when combining the shape of a handlebar with the correct stem length. Drop handlebars have a built-in reach of anything from 65mm to 100mm. When we consider this, plus the added extension that comes with using STI style levers, it becomes clear that we may need to use a longer stem in order achieve a similar rider-compartment measurement. We will also need to think about the width of the handlebar we choose to use – a wider bar may warrant the use of a shorter stem as this will mean that the rider’s arms are extended further away from the body. Length of the stem may also influence ride characteristics. A shorter stem gives a more responsive steering feel, this why we often see stem lengths of less than 60mm on mountain bikes. A longer stem promotes more sedate steering characteristics, increasing stability at speed. This is one of the reasons why longer stems are commonly fitted to road bikes. However, we will need to consider these effects on handling when we fit a flat bar. If we are looking to achieve handling closer to that of a mountain bike, we may need to fit to a shorter stem which will most likely have a negative effect on the fit of the bike, making the reach overly short. However, another way that we can alter a bike’s reach or rider compartment measurement is to fit a seatpost with more setback. Moving the overall rider compartment position back will mean that we can pull in the required stem length slightly and therefore work to create a more responsive steering feel. But in making such changes, we must also consider how they will affect the position of the knee over the bottom bracket axle, and the possible change in crank length required to maintain optimal pedaling efficiency. Of course there are advantages to choosing to use a drop-handlebar over a flat-bar; the shape of a drop-bar allows for a greater range of hand positions when compared to a flat-bar, aiding comfort. We can also achieve better aerodynamic body positioning when using a drop-bar. But this doesn’t stop the rider from getting creative with accessory mounting when using a flat handlebar – quite often we see flat-bar users mounting in-board barends to emulate a position similar to that achieved when riding ‘on the hoods’ of a drop-bar/road bike style handlebar setup. We also regularly see cross-country mountain bike racers employing a tucked, aerodynamic body position when it is required, so if the rider is sufficiently flexible, it is still possible to strike a speedy pose as and when required. If the rider’s focus is more off-road orientated, the choice of a flat-bar over a drop-bar is often a safer option and may allow for better control during rough descents and on rough terrain in general. Another scenario to consider is the flat-bar’s practicality in an urban setting. Although urban riding may seem miles away from the off-road riding that encourages the use of a flat handlebar, when using one in motor traffic we can use the more upright position to our advantage and keep a clear view of the road around us. Some may look at the gravel bike in this configuration and see very little difference from a hybrid bike. Perhaps they are right in some aspects. Whereas hybrid bike development seems to have taken a direction where performance is less in focus, gravel frames are generally more aggressive in geometry, and even when fitted out with a flat-bar they will behave in a sportier manner. A gravel frameset may often be a lighter weight option compared to a hybrid bike frameset too, employing higher quality materials that suit the needs of gravel racing and the all-round sportier nature of the discipline.  When we distil down all these advantages of flat handlebars and apply them to competitive scenarios, the end result is a bike setup that distinguishes itself as an ideal machine for disciplines such as Ultra-endurance racing. We can combine component simplicity and durability with flat handlebar comfort and bike control benefits, and for certain races that don’t warrant the need for an all-out mountain bike, this is an ideal configuration. The potential for an endurance focused handlebar has been realised by the bike industry, and flat-bars such as the soon to be released SEIDO Components Deviation bar embody this potential. The Deviation has an extended 160mm centre clamp section allowing the easy mounting of tri-bars and other accessories essential for grueling endurance events. Input from Sofiane Sehili, renowned endurance athlete and Bombtrack X Seido team rider, influenced the Deviation’s design. Combine the Deviation with a Bombtrack Hook EXT Ti frameset, and what you have is a bike that is versatile, comfortable and quick enough for finding its grizzly way to the top of the podium of the most demanding events. But let’s try and wrap our heads around how the flat-bar gravel bike concept might fit amongst existing types of bikes. Since the early 1980s, when the first mass production mountain bikes appeared, all-terrain bikes have developed and grown into many different guises. The humble rigid 26er from 40 years ago is a somewhat different beast to the hi-tech enduro 29er machines that we see today. Mountain bikes have become a finely tuned piece of equipment that allow the rider to tackle trails that would have seemed impossible to ride back in the 80’s – long travel suspension forks and complex linkage systems smooth out the trail and make the rider feel like they are gliding over technical terrain on a magic carpet. The advancements in technology can make off-road riding more accessible to riders of varying skill levels, and allow the most experienced riders to push themselves even further. However, there is no denying that the spirit of mountain biking has developed alongside the progression of mountain bike design. We have seen mountain biking transition from an adventure focused discipline to more of an extreme, adrenaline fueled sport, where often the focus is on getting from A to B in the fastest, gnarliest way possible, instead of exploring places more remote, or more difficult to access on a conventional bike. Of course there is nothing wrong with this, and the progression modern mountain biking has taken is natural, but for a long time there seemed to be a void in the mountain bike world where early mountain bikes used to live. The simple, robust machines of the ‘good old days’, with field serviceable components and bomb-proof steel frames have given way to the 21st century versions – it is no surprise that many adventure cyclists today opt to ride 80’s or 90’s mountain bike frames when spending months or years on the road. There are also touring bikes on market today that basically emulate the specification of early mountain bikes. It is clear that the same thirst for adventure orientated off-road riding that was tapped into 40 years ago still exists, and maybe that is one reason why we have seen the gravel bike boom happen. But perhaps there is a more simple reason for this resurrection of the rigid off-road bike. It comes from the same reasoning that cyclocross is still so popular – underbiking is fun and the challenge that comes with it is still very appealing to many riders. There are still retro mountain bikes available to buy; second hand and NOS (new old stock) examples saturate the market. But often they are expensive and finding the right spares can be challenging. The flat-bar gravel bike could be the solution that promises to scratch the itch that only a rigid ATB can scratch. Arguably, it will do everything, and more, that a retro MTB can do. A 650b wheel versus a 26 inch will handle rough terrain more efficiently, and up-to-date component standards on a modern gravel frame mean that we are not limited to rim brakes and archaic hub width standards. We have also seen a noticeable improvement in material quality, not to mention the introduction of carbon fibre and its increase in strength and workability, making it a super versatile material that is used in the fabrication of many gravel bikes. Both new, and also highly developed traditional materials, bring the concept of the flat bar all-terrain bike into the modern age, and allow us to refine that part of the spirit that was sought back in the early days.      But the flat-bar gravel bike isn’t all about hunting for nostalgia. We can use the gravel frame and flat handlebar combination to facilitate the choice to run and use a selection of up-to-date drivetrain components. Essentially, it can be difficult and costly to find ways to use mountain bike parts with drop-handlebars. An STI or road brakeset is generally a pricier option when compared to a mountain bike brakeset combined with a shifter. We would also be somewhat limited when it comes to the number of pistons in the brake caliper when speccing out drop-bar shifter/ brake setups. Using a flat-bar configuration may also allow us to mix and match between brake lever and shifter brands. For example, a rider may have the freedom to choose to run a Shimano brake setup with a SRAM drivetrain system, and vice-versa.  So maybe the flat-bar gravel bike isn’t necessarily a new concept, but instead it picks up where mountain bikes left off in the 90s, and heads down a slightly different avenue. They are an accessory for adventure, with practicality at the core, allowing for a good helping of high-end race performance. They can be race-ready machines for some of the most demanding events on the race calendar, that will then double up as dependable commuters mid-week. Where the rider needs versatility without any compromise, the flat-bar gravel bike could well be the perfect solution.   SEIDO ComponentsJuly 2025By Peter Skelton

Perhaps we can consider the bottom bracket to be the heart of the bicycle. The small, thicker walled tube, where the crankset attaches to the frame, provides the foundation for the drive of the bike. It has to be able to withstand the weight and power output of the rider, and serve as a reliable centre point for the bike as a whole. The bearing and component specifics have to be carefully considered as we work to design a bike that addresses these points. Historically, working to the limitations of common standards was a game of compromise, until about ten years ago. It was then that we saw the introduction of a new bottom bracket standard, intended to remedy some of the shortfalls of existing standards, and to move bicycle design forward. The T47 bottom bracket was born. The quest for the perfect bottom bracket interface has been a long one, and with many chapters along the way, each being influenced by frame design and crank axle specification. Rarely did bicycle frame bottom bracket shell diameters exceed 36mm, meaning that finding the perfect ratio of axle diameter to bearing size was a bit of a toss-up. As far back as the latter half of the 20th century, American manufactures were building bikes with 2 inch/ 51mm diameter bottom bracket shells. These were for specific use with OPC (one piece crank) or Ashtabula crankset systems, utilising press-fit bearing cups. They were known for their durability and ease of maintenance, with their accommodation for large ball bearings and a lack of need for specialist tools for installation and removal. The configuration was also attractive to bike frame mass-production, as the necessity to tap threads into the bottom bracket shell was bypassed. However, the very basic design of the crank and bearing unit meant that efficiency was lesser than the three-piece cranks of the time, so the design never really found itself onto higher end bikes. Today we can still find examples of this interface being used, but it has been relegated to kids bikes and lower end machines. Fast forward to the early 2000’s where the press-fit BB shell was considered again. A few different iterations of the press-fit system appeared, these being encouraged by bike frame manufacturers. As mentioned earlier, the standard allowed for simpler manufacturing techniques. This saw the development of the wider diameter PF46 standard (PF standing for ‘press-fit’). It allowed for a better ratio of axle diameter to bearing size, but still harboured some of issues encountered with existing press-fit systems, such as creaking, and in extreme instances, BB shell ovalisation. The latter was often a result of repeated bottom bracket replacement – a less than ideal side effect of routine maintenance. Naturally, the hunt for a better solution materialized and in 2015 the PF46 standard was re-examined. Chris King Components collaborated with Argonaut Cycles, and PF46’s overall shell diameter was adopted as the basis for T47 (ThreadFit 47mm). This time, a threaded interface was incorporated instead of a press-fit system. The threaded design utilised the same, well proven, configuration of thread direction as the BSA bottom bracket (Birmingham Small Arms – threaded BB standard of British origin, archaic but dominant in modern bicycle industry). Left hand threads on the driveside and right hand threads on the non-driveside serve to counteract pedaling forces – this prevents the unit from unscrewing as the pedals turn. The positive aspects of PF46 were maintained; a wider internal aperture of the BB shell meant that there was more potential for internal cable routing, without risk of fouling the bottom bracket sleeve. The generally larger outer diameter of the T47’s BB shell also meant an improvement in overall frame stiffness. At the downtube/ bottom bracket/ seat tube intersection, larger diameter tubing could be specified, making a more rigid structure. This is obviously a desirable outcome in terms of power transfer, so it is becoming increasingly more common to see T47 being used on race frames.   The threaded, wider diameter shell of the T47 makes for a versatile and practical interface. Typically, it is easier to service than its press-fit contemporaries, highlighting the user-friendly nature of the standard. Because of this simple, thread-based design, the user is not just limited to T47 bottom bracket units – available on the market are adapters for converting down to the BSA standard, meaning that crankset compatibility is as very broad horizon. If we wanted to, we could even fit a square taper bottom bracket to the same T47 shell. More conventionally, there are T47 bottom brackets available to work with all the popular sizes of crank axle – versions to work with Shimano 24mm, BB30, and SRAM Dub standards are commonplace.    The decision to specify bikes with T47 bottom brackets is becoming more widespread. The benefits from both the end user’s and the manufacturer’s point of view are widely accepted, therefore brands are producing more and more T47 orientated components, making it an easily accessible standard. In the Bombtrack line-up, T47 is in the majority, and Seido Components are advocates too – you will see this reflected in our bottom bracket product line-up. Sometimes brands are hesitant to embrace new standards, it can be a labourious task to commission new tooling and revisit bike frame designs, after all, the bottom bracket being the heart of the bike. However, ten years after it’s conception, T47 is proving itself to be more than just a passing trend, and it’s practically was simply impossible to ignore. Perhaps we are finally seeing a shift in the evolution of the bicycle. After more than a century of the BSA being king, this simple component area has been pulled apart and dissected. Ease of manufacture and consumer usability have been achieved, as well as potentially simplifying the bottom bracket market. Will T47 replace the BSA standard? The current trend in the bike world seems to the production of ‘do-it-all’ type bicycles, so perhaps the T47 is a natural progression of this movement.   SEIDO ComponentsAugust 2025By Peter Skelton

  In the bike industry, it sometimes seems like we have new standards coming out of our ears, be they bottom bracket standards, headset sizes or handlebar clamp sizes (but at least these days we ‘only’ typically use four different seat post diameter standards!).  It may also seem like this is the case for wheel size standards, but in actual fact, many of the modern wheel sizes we see today have been around for quite some time already. 700c has been around since the 19th century, and the 29er mountain bike wheel is essentially the same standard as 700c. The now less popular 26inch wheel has also been around for over one hundred years, but became popular in the 1930s with American cruiser style bikes. But what about 650b? Isn’t this a new standard that was conjured up for use on modern gravel and all-road type bikes? The answer is no. 650b, or 27.5 inch as it’s known as in the mountain bike world, is indeed probably one of the youngest wheel standards in use today, but nonetheless it has been rolling about since the golden age of French randonneuring in the 1930s. The potential for 650b’s off-road use was spotted early on – in the 1950s, members of the British Rough Stuff Fellowship would fit 650b wheels into frames made for larger diameter wheels. This facilitated the use of larger volume tyres. The similar overall diameter of a 650b wheel with a higher volume tyre, and a 700c road rim with a standard road tyre width means that there is a minimal difference in ride handling between the two. We can choose a wheel/tyre combo to suit the type of surface we want to ride. Today, we see frameset designs that allow for the interchanging of wheelsets for the same reasons that the cyclists of the Rough Stuff Fellowship adopted 650b. Take the Bombtrack Hook EXT for example; the frame allows max wheel/tyre combos of 700c x 40c and 650b x 52c, meaning that it can easily be converted to and from road and gravel bike. Given that we can achieve very similar wheel circumferences using certain rim/tyre combinations, why indeed would we choose a 700c wheel over a 650b at all? The ride could be more comfortable with a thicker 650b tyre versus a slimmer 700c, and there are many 650b tyres available on the market with slick carcasses, just like conventional road tyres. If we can buy high end 650b tyres with supple casings that roll very quickly, then why still choose a 700c wheelset? There are, however, a few reasons why we might opt to equip our bike with 700c. Tests have shown that the smaller frontal area of a narrower tyre presents less aerodynamic drag. There is also the argument that a 700c wheel maintains better momentum than a 650b wheel. However, if we are trying to stick with two wheelsets of the same diameter, then theoretically, a 650b wheel with a  47mm tyre compared to a 700c wheel with a 28mm tyre (both having approximately 2130mm of circumference) will roll in a very similar way, the 650b setup possibly even outperforming 700c x 28c in the real world. If we wanted to reap the benefits of a larger diameter 700c wheel, then we would have to fit a larger volume tyre and potentially push the tyre clearance on the frame to its limit.  With the right frame, choosing 650b over 700c means that we can achieve the smooth ride that comes with a larger volume tyre, but maintain the responsive handling of a road bike. Provided there is enough lateral clearance, we could fit out a more aggressive frameset with set of 650b wheels and high volume tyres. In the Bombtrack line-up we have to look no further than the Audax range. The short chainstays and steeper, more road orientated head and seat tube angles make for a sporty ride that emulates that of a thoroughbred road bike. But its 650b x 47c tyres make for great comfort on all surfaces. As mentioned earlier, the circumference of the 650b x 47c setup also matches that of a 700c x 28c wheel, therefore amplifying the sporty road bike ride characteristics of the frame.   If we were to compare the ride characteristics of a 650b wheelset directly next to a 700c wheelset, both fitted with tyres of the same width, we would notice an obvious difference. The smaller diameter 650b setup would feel more nimble and snappier to accelerate, whereas the 700c would not be quite as quick to accelerate, but the greater momentum that the larger diameter wheel carries would mean that maintaining speed over longer distances would feel more natural. A larger diameter wheel will also roll over obstacles and rougher surfaces with more ease – the larger the wheel, the smaller the obstacle by comparison. This basic principal is not a new discovery by any means. In the days before the safety bicycle and the pneumatic tyre, the huge front wheel of the penny-farthing meant that rolling over rudimentary road surfaces was made more forgiving, at the same time meaning that the rider’s pedaling cadence could be kept lower at higher speeds.  But what do we have to choose from when we want new tyres? Another factor to consider is the availability of stock on the market. Where there are indeed some truly great performing 650b tyres available with brands today, the fact of the matter is that there are many more examples of 700c tyres out there to choose from. 700c is simply a more popular choice in the modern cycling world – something that is driven by what the pros use on their bikes, and the simplification of off-the-peg bike specification.   Choosing a wheelset size doesn’t always have to be dictated by the type of surfaces we want to ride. Bikes come in a huge range of sizes reflecting the diversity in height of the people who ride them. Sometimes, designing a bike that will fit a shorter cyclist properly can be a challenge. Designing a frameset that has a short enough reach without encountering problems with toe overlap can be made much easier when working around a smaller diameter wheel. And as pointed out earlier, 650b offers a ride quality that when used with the right frame geometry, can closely mimic the behaviour of a 700c wheel in terms of handling. Naturally, this can have a positive effect on parameters such as a frame’s stand-over height too, and can really help to keep things more proportionally dialed-in. This school of thought can also be applied to designing frames for much taller riders, where larger wheels may be more suitable to maintain proper proportions. 700c is generally a suitable choice for larger frame sizes, but occasionally we see custom framebuilders building frames to accommodate even larger wheels, 32inch and 36inch rim sizes being employed. So what will you look out for next time you’re inspecting a bike’s spec? Will you be curious to see what size wheels will fit and what difference to your riding experience they will make? Or are you dead set on a wheel size and know exactly what size works for you? Perhaps this quick dive into the 650b world will galvanise what you already know, or maybe it will fuel your curiosity to explore it for yourself. Maybe this has whet your appetite and kicked you down the rabbit hole! If this is the case, fear not. Keep an eye out for the next chapter in the story of 650b vs 700c, we’re not out of the woods yet!   SEIDO ComponentsJuly 2025By Peter Skelton

In this article, we chat with Marcellus Putschli. A life long and well accomplished cyclist, Marcellus heads up product development for SEIDO Components and the Bombtrack Bicycle Co. Today he will help us to shed some light onto what goes into the design of all-terrain capable bikes, especially with regard to the progression of seemingly ever increasing tyre width. So let’s begin with a bit of background into the rubber side of the coin and how things have developed to where they are now… The days of finding 23mm stock tyres on road are long gone; we now see the trend of wider and wider tyres racing ahead. Bike manufacturers are kept constantly on their toes as professional gravel racers push the clearance on their frames to the limit, winning races on tyres of 50mm and upwards, often squeezed into frames designed only for 45mm. And outside of the race circuit, the cycling community is looking for wider, more supple tyres on all types of bikes. Larger volume tyres have many advantages, particularly when it comes to momentum and how they roll over rough terrain. There are further advantages, such as comfort, their absorption properties due to the higher volume, low pressure aiding grip, and increased suppleness coping more effectively with high frequency vibration. These vibrations are also known as ‘suspension losses’, and reduction of these losses makes for more efficient power transfer, as well as this greater comfort. Additionally, when a higher volume is factored into a tyre’s design, manufacturers can confidently employ a lighter weight carcass construction due to the reduced risk of punctures associated with higher volume tyres. This nearly always leads to a suppler tyre that rolls quicker when compared to a tyre of smaller volume with its more robust casing. However, one trade-off to consider is the implications on aerodynamics that the greater frontal area of a larger tyre presents (more surface area = more material to push through the air). But in general, the speeds here are less than those encountered in an out and out road race or time trial scenario, where the aerodynamic drag is exponentially higher as the speed increases. So in an off-road situation the aerodynamic trade-off is more marginal, though still a serious consideration to the competing pro counting every watt. Now for an insight into the bike design bit… So why aren’t we seeing more off-the-peg gravel bikes with room for tyres 50mm and upwards? There could be many reasons, but frame design and component compatibility have large parts to play. Many gravel bike frames are made to function with road and gravel specific components. They have bottom bracket shell widths that fall under the road category (i.e. 68mm - 86.5mm wide) and trying squeeze everything together when working with lightweight materials such as carbon fibre, challenges can arise. Maintaining adequate chainstay thickness, leaving room for a wider tyre, plus ensuring there is enough space to accommodate a double chainset that will work with a road chainline are all parameters that must be factored together. All these factors need to be taken into consideration. But simultaneously, we have another tricky challenge to design a machine with a chainstay length short enough so that the frame’s sporty ride characteristics won’t be compromised. Let’s now ask Marcellus to join up the dots… SEIDO: “When designing a gravel frame with more tyre clearance, what considerations do you take into account, and how do you test the iterations of the design process?” Marcellus: “Designing any product is always a compromise between several constraints. For the consumer, the most obvious are weight, cost and stiffness, but of course there are a lot of other aspects to keep in mind. Some of them are the result of others, some are of less priority than others. Finding the right balance and devising solutions to achieve the best possible final product, considering these unavoidable compromises, is the core challenge of designing. Generally speaking the chainstay/ bottom bracket intersection is the hardest part to design on a hardtail, as a lot of different constraints apply to this area. I always start with writing down the main parameters. Important factors to consider for the rear triangle are (amongst others) drivetrain and chainring clearance and spec, chainline, frame material, frame geometry, BB specs, tyre clearance, target weight, and bike accessory specs like racks or mudguards. In the next step I collect exact specs, drawings and sample parts, to make sure that my reference measurements and tolerances are correct. In particular, tyre measurements are often significantly different from their nominal sizes and also have huge tolerances. After I set those boundaries, I try to realise my planned geometry. I also aim to keep the frame versatile and plan for specs other than the ones we use on our complete bikes. For example, different cranksets or chainring sizes, bigger tyres or the use of mudguards. After finishing the drawing, we make several sample frames that we use for ISO testing, production photo shooting and real-world testing. A bicycle is one of the most lightweight machines in relation to the forces that pass through it. All other vehicles, be they cars, aircraft, rockets, trains or boats, have many more redundancies and safety values designed into them. They are therefore much heavier in relation to the forces that pass through them. A bicycle must always be checked against the maximum dynamic forces, as a fully loaded bike will behave much differently to an unloaded bike in a bike stand.” To the untrained eye, at first sight the bicycle first appears to be a simple machine. But, as we see here, once we delve into what really goes into designing a bike frame that will perform the way we want, we find that this is far from the truth. During high-intensity scenarios such as racing, we find variables that influence many different properties such as efficiency and safety. These factors mean that creating the perfect do-it-all machine is not quite as simple as designing a gravel race bike that will work with mountain bike wheels and run on a road-spec drivetrain. Because of this, we see riders making some weird and wonderful set-up modifications, intended to tick as many boxes as possible. Sometimes these DIY modifications work fine, sometimes they don’t. When they don’t, the consequences can be far from ideal, especially regarding safety. One of the professional bike designer’s key objectives is to make sure ALL the safety boxes are ticked. For some race events, the limitations of the prescribed stock bike standards have pushed some competing cyclists to get creative with bike setups. For races such as the Leadville 100, a handful of riders have opted to equip cross country mountain bikes with drop handlebars. Given the nature of the course, with it sharing a significant number of similarities with many gravel race routes, this set-up has proven to be an effective choice. But what about the vice versa? Will we see gravel racers reverse assembling cross-country mountain bikes into more stripped-back machines, with carbon forks and drop handlebars? Some manufacturers may have foreseen this trend, and are already producing ultra lightweight ‘flat bar gravel bikes’ which are essentially rigid XC race bikes. We are yet to see these types of bikes of being sold with a drop handlebar as standard, but there are plenty of aftermarket parts available to help racers fine tune their bikes into the ultimate machines for specific courses. SEIDO Components are producing forks such as the TAZA and MGV to help facilitate the bridging of the gap between gravel bike and XC race bike. There are also some drivetrain options out there to enable the use of drop-bar shifters with wide-range mountain bike cassettes, both mechanical and electronic. To complete the package, we now have available ultra-low weight carbon wheelsets with their new super wide, deep section rims. These open up the exciting possibility to equip all types of bikes with more voluminous tyres, whilst still being lightning fast. If you want an absolute rocket ship of a bike that will make mincemeat of most types of terrain, chances are there is component upgrade out there for every part of the bike. SEIDO: “Forks like TAZA and the MGV allow the rider to push tyre clearance, trim the weight and boost overall versatility on many different types of bike. When designing components like these, do you pull inspiration from your own experience as a cyclist?” Marcellus: “Yes, definitely. I am also in close contact with our teamriders and try to benefit from their experiences and read a lot of reviews. But being able to draw from my own first hand experiences is extremely helpful. While studying engineering, I also worked as a bike mechanic, so in addition to riding bikes I can also relate to the real-life daily challenges of repairing and maintaining bikes which is unfortunately an often overseen and undervalued aspect of bicycle design. The choice of specs like external cable routing, threaded BB shells, round seat post, easy to source and replace cartridge bearings or external seat clamps are strongly founded by our time in the workshop. In relation to the forks, the option to mount racks, allow for bigger diameter brake rotors and internal hub dynamo cable routing is mainly motivated out of selfishness, as we were looking in vain  for such forks for a long time. I also often end up using multiple setups on the same bike, so this versatility is the key property that allows me to choose my preferred components for my personal rides.” Thanks a lot to Marcellus, for enlightening us into the processes of designing bikes and components, true alchemy, what a great insight! To the uninitiated, a bike is simply two wheels bolted to two triangles, but this is clearly light years from the truth. The reality is that the devil is truly in the detail. The deep dive analysis and meticulous preparation required to develop us a bike that really does the job is a real eye-opener. We hope you enjoyed this snippet, and we hope that this article helps to highlight considerations in bike design that might otherwise have remained out of focus. Thanks for reading and ride safe! SEIDO ComponentsJune 2025By Peter Skelton

The sport of cycle racing has been around even since the age of the Penny Farthing – people have always been captivated by the prospect of being the fastest, no matter what the cycling discipline. But today we see the arduous and (to some people) brutal, nature of mainstream bicycle racing being arguably diluted. Though still incredibly demanding events, grand tours such as the Tour de France and Giro d’Italia carry a much less primal spirit than that of their earliest editions. The longest ever stage of the Tour de France was 482km in 1920, with the winner, Firmin Lambot, completing it in 19 hours 44 minutes. Stage lengths like this are unheard of in the 21st century, but the desire to go as far as possible as fast as possible is still very much a thirst that a good chunk of the global cycling community looks to quench. The world of Ultra Endurance/Ultra Distance cycling events and races thrives in the shadows, way outside of the secure but rigid, bureaucratic cocoon of the UCI (Union Cycliste Internationale). Some ultra events have fairly relaxed rules and operate on a loose ‘self supported’ basis, while others command much more cut-throat discipline, even forbidding any contact with family members or friends, ruling out any chance of advantage gains through moral encouragement. Sometimes controversial, the use of such rules has been highlighted in the Ultra Endurance cycling community. An example of event organisers pushing the envelope on course rules happened in 2019, where renowned Ultra Endurance Cyclist, Lael Wilcox, was attempting a FKT (Fastest Known Time) of the Self Supported Tour Divide event across the USA. During the event, Lael’s progress was documented via video and photography, and to many of the community, this was seen as ‘support’, during a strictly ‘self-supported’ event. Regardless of one’s opinion on whether this method of race documentation could be viewed as support or not, what is undoubtedly highlighted here is the sport’s dogged pursuit of outright purism, the yin to the yang of commercial cycle racing.  But tough rules like these are not a new manifestation in competitive cycling. These rules hark back again to the very earliest days of the Tour de France, where riders were offered no support from their teams, nor were they allowed any interference from public spectators or family relations. A notable example of this happened during the 1913 Tour de France when Tour favourite, Eugene Christophe, was forced to attempt to repair a broken fork in a forge, employing the assistance of a seven-year-old boy to pump the forge’s bellows. Christophe was consequently penalised by 10 minutes, which was salt enough in the wound after having lost four hours of race time due to the incident. Where in today’s world, most repair work can be undertaken without the aid of a smithy, the strict nature of discipline of these toughest events has well and truly been resurrected, and although sometimes controversial, organisers go to brutal lengths the maintain the purity of the sport. But how does one find their self wanting to dip their toes (or more suitably, their cleats) into the murky waters of Ultra Endurance cycling? This time we catch up with Jona Riechmann of @TalesOnTyres, long term bicycle nomad turned Ultra Endurance athlete, and we ask him a few questions about how he views the nature of the sport, and how he discovered the grueling but rewarding world of Ultra Endurance Cycling. Jona is still in the early days of riding the discipline, having taken part in three out of five of his planned programme of events in 2023. But make no mistake, Jona’s reputation precedes him, and his talent as an ultra rider shines. He achieved a 5th place out of 35 at the 2023 edition of the Hellenic Mountain Race, as well as a 13th place out of 124 finishers at the 2022 Badlands race in Spain – bear in mind that this was his second ever event, and the HMC, his fourth. Photo by Gaëlle Bojko @biketotheblocks Photo by www.sportograf.com SEIDO: “When thinking about the nature of the rules associated with this kind of racing, do you think their strictness is justified, or are there aspects that you think could be seen as ‘old fashioned’?” Jona: “As ‘self-supported’ is individually defined, what matters most to me is the clear communication of event rules, ensuring that participants are well-informed of the kind of event and specific rules they are committing to. Once these rules are established, strict enforcement becomes crucial in my opinion, as this is what transforms the event into a race and ensures comparability and competitiveness in the end. However, it's important to acknowledge the diverse range of participants with varying intentions. For those aiming for a competitive top 10 or 20 position, stringent adherence to the rules is in my opinion absolutely essential. On the other hand, for participants who are less concerned about competition, there may be no need for extensive track checking. It makes sense to focus on strict measures for those who prioritize racing, but it's also essential to recognise that many participants are motivated by factors beyond competitiveness. They should still have the opportunity to enjoy and partake in these events. I am not in the position to prescribe the definitive 'self-supported bikepacking rules,' but I have, of course, my own understanding of the rules. It involves following the route precisely, without external food/ material drops, or the use of performance enhancing substances (though a distinction needs to be made – what substances are under discussion – amphetamines, painkillers, caffeine tablets…?) I am also an advocate of the disallowance of personal media crews. Checkpoints, if included, could offer services such as food and accommodation. As long as these guidelines are clearly communicated to all participants, with well-known cutoff times, any changes to the route during the race are challenging but should be communicated as effectively as possible.”   SEIDO: “Some events are structured as all out races, where others are marketed more so as ‘challenges’, what is your opinion on this distinction?” Jona: “Be it a challenge or a social ride versus a race, for me it probably starts when there's tracking and time measurement involved. I think it can make a difference when people are not riding with a ticking clock in the background. But in the end, it's up to the individual how they ride; you can take your time in a race too until you can't make the cutoff time, if there is one. But even then, you could still continue following the route. These qualities may help people to get started in the first place, and to have this as a 'race' they are participating in. I think reasons to ride a race or event are as diverse as the riders themselves.” SEIDO: “Can you tell us about any instances where you witnessed the race rules being broken by other competitors, and how it made you feel? Do you think further measures could be taken ensure that rules are followed and the field is kept as fair as possible?” Jona: “Unfortunately, even in the few races I have participated in, I've observed several rule violations. I won't go into detail here, but they mainly involved people deviating from the designated course, taking shortcuts, and reacting without a sense of wrongdoing when confronted. Additionally, there are instances of race directors not properly enforcing the rules, or not penalizing known rule violations. Overall, this leads me to the conclusion of not taking these situations too seriously. These certain races lack any formal regulations, and the participants are mostly hobbyists. For me, it's about pushing personal limits, and in that regard, these races are great. What baffles me more is not the absence of strict oversight, but rather the behavior of some of the participants. In my opinion, these races should be built on trust and sportsmanship since it's impossible to control everyone and everything, and I have the impression that not everyone sees it the same way.” Photo by @juananfotografia for Badlands   It’s intriguing to wonder how an Ultra rider might first discover an interest in this discipline. Many world-exploring cyclists find themselves unintentionally attuned to a notable condition of strength and determination. A level of fitness and character is quite often attained that would be desirable by most endurance athletes, a product of spending countless days on the bike, hauling the equipment and provisions necessary for four season travel across unknown topography. SEIDO: “Were there any specific points while exploring the world by bike that made you think ‘What if I tried an Ultra race’?” Jona: “Not necessarily during my travels by bike, but upon returning to Germany. After an extended period of bike travel, I discovered a newfound passion for cycling as a sport. I enjoy riding my bike, pushing myself to the limits and discovering the capabilities of the human body. Bikepacking races became an ideal outlet for me to combine these elements, so I decided to give them a try.”   Although not much in the way of spirit and ethos has changed when it comes to these challenging events, there is no ignoring the great advancement we have seen in the technology being used by the riders involved. As mentioned in a previous article, the use of new tech, such as the GPS system, has opened up the doors to a completely new world. The introduction of modern and exotic materials such as carbon fibre and titanium is only a natural development, but they have paved the way for riders to go further and faster. Where early racing cyclists would have ridden a steel framed bike, which might not even have had butted tubing, had only two ‘fixed’ gears, and often had only one rudimentary brake, these days we see a hugely varied range of finely tuned set-ups, as unique as the riders they carry. It is not uncommon to see an Ultra Endurance cyclist on a top spec. mountain bike, riding a long route with unknown terrain on the horizon. They value comfort over speed, and taking physical fatigue into consideration, this can sometimes tip the balance between completion and ‘scratching’. Thus, features such as suspension and hydraulic disc brakes are often a must for the endurance cyclist.   SEIDO: “When at the start line of your first few events, what examples of bike spec. were you surprised to see?” Jona: “A cargobike for an MTB race - wow! Besides that, narrow tire choices and higher gear ratios, and perhaps obviously, using new and unused/ untested components and gear. I'm still undecided about electronic groupsets in bikepacking races; I haven't ridden with one yet. However, I plan to explore them in the future. For now, I'm sticking with mechanical groupsets for races.” SEIDO: “What can you tell us about your current race bikes - what important choices did you make to determine your set-up with them? Were there any instances where you felt you needed a change in set-up? What was the cause/ outcome of any adjustments made?” Jona: “As the events I participate in are off-road races, I've been using either my hardtail, built around the Bombtrack Cale AL, or the Bombtrack Hook EXT C, which is a gravel bike. Depending on the terrain, I would weigh the considerations between weight and comfort. The Cale AL is more comfortable and better for technical or rough riding, equipped with a 100mm suspension fork and 2.25-inch tires, plus the aluminum frame, making it about 2kg heavier than the Hook EXT C. It is debatable whether bike weight advantages outweigh comfort in these ultraraces, especially when observing some riders on full-suspension bikes due to them being gentler on their bodies. My Cale AL is also equipped with a dynamo lighting system from Supernova, which is one less worry as it's super reliable, and I prefer not having to manage batteries. Another crucial feature to consider with both bikes is their contact points. I use ergonomic saddles, grips, and innerbarends from SQ Lab. For the Hellenic Mountain Race in 2023, I also had a dropper post installed. In general, I like having the option of dropping the saddle when going downhill, even when it might not be "necessary" riding-wise. However, with the challenging weather we had during the HMR, the dropper post and suspension fork were not working properly for maybe half the race. I missed the fork but not the dropper, so I won't use it for future races, shedding off some weight from the build. In comparison, the Hook EXT C is much lighter, stiffer, and feels more race-oriented. With wide tires, it can take you pretty far in terms of technical riding, especially if you enjoy riding with drop bars too. Generally, as the races I enjoy involve lots of climbing, and because I prefer high cadences, the gearing can never be small enough for me (32t chainring with a 9-50t cassette on the Cale AL, 36t chainring with a 10-51t cassette on the Hook EXT C). So far, I've experienced minimal mechanical issues, and moving forward, my adjustments will prioritize enhancing comfort. My main focus is on minimizing post-race problems, such as numb hands. Therefore, I'll be trying out a Vecnum suspension stem on the gravel bike this year. I'm also experimenting with aerobars, as I'm already convinced they significantly enhance overall comfort and efficiency, especially on flat terrain. Depending on the race profile, I plan to use them for future races as well. Bike parts aside, you can always go lighter and smaller with the rest of your gear – sleeping system, clothing, etc. However, this usually comes with a high price tag. Because those races account for only a small part of my gear’s usage, I try to find a good compromise between minimising weight and durability trade-offs, together with price so that the gear can be used effectively outside of the racing calendar too.” SEIDO: “To tie things up, can you tell us about any plans you have for future events? Will you look further down the competitive path, or can you see yourself looking to enjoy more non-race orientated adventures?” Jona: “I am currently trying to prepare sustainably for potential races. After facing significant knee and achilles problems last year, which led to a period where I couldn't cycle at all, my goal is to avoid causing any excessive harm to my body. The cost last year was too high, and I am not willing to pay such a price for these races. The plan is to cautiously assess my body with longer rides in the spring and then decide whether or not there will be races for me in 2024. If that's the case, I have my eye on two exciting off-road races; we will see how it goes.”     Ultra Endurance cycling may be the answer to the cyclist who wants to push theirself to limits previous undiscovered, and in many ways it is potentially more accessible than conventional forms of cycle racing. One does not need to be flush with UCI points to race, nor does one need to be signed to a top level team to brush shoulders with the biggest names in the discipline. But this freedom can come at a price. The inglorious physical and mental suffering with little to no back up if something goes wrong, and cut-throat rule structures designed to distill the athlete down to the most primal of competitor both come as standard. Not forgetting opponents’ wild-west style values whose actions may be met with scant resistance. But with all this, we can be sure that the quintessential spirit of bike racing is very much preserved within these types of events. It is encouraging to see that there still exists an observation of the fastest human from A to B that is not a purely commercial spectacle.   We extend our gratitude warmly to Jona Riechmann for sharing his insight into the shadowy world of the Ultra Endurance event. We hope his words inspire ambition in other cyclists to jump on their bikes, and ride as far as they can, as fast as they can! Header photo and above photo by @juananfotografia for Badlands   SEIDO ComponentsMarch 2024 By Peter Skelton

Da die Weltbevölkerung wächst und die Zahl der Kraftfahrzeuge auf unseren Straßen zunimmt, beobachten wir gleichzeitig einen Anstieg der Zahl der Radfahrer und damit einhergehend das natürliche Wachstum und die Entwicklung der Radsport-Genres und ihrer Fahrradtypen. Aber im Laufe der Jahre neigen wir immer weniger dazu, unsere verletzlichen Körper auf verkehrsreiche Straßen zu zwängen und uns zwischen Autos und Lastwagen um unsere Position zu drängen, auf Oberflächen, die oft so abgenutzt und rau sind wie eine Schotterpiste. Dies spiegelt sich in den Serienreifen moderner Rennräder wider, deren Volumen jedes Jahr zuzunehmen scheint. Wenn wir auf unsere 32-mm-Straßenreifen blicken, finden wir es lustig, wie die Dinge wieder zurückkommen – googeln Sie einfach „1920 Tour de France“, und Sie werden überrascht sein (oder auch nicht), Bilder von Motorrädern von vor hundert Jahren zu sehen, sportlich Reifen, die locker dreißig Millimeter überschreiten! Unter den Bildern sehen Sie auch körnige Sepiafotos von Rennradfahrern mit weißen Knöcheln, die mit Singlespeed-Fahrrädern über unbefestigte Bergpässe brettern. Bilder wie diese reichen aus, um selbst die engagiertesten Pendler in der Stadt dazu zu bringen, in die Berge zu fahren, auf der Suche nach einer unbenannten Route über einen selten bestiegenen Berghang. Ein immer größerer Teil unserer Radsport-Community findet Trost in der Suche nach dem archaischen Gefühl, mitten im Nirgendwo einen gepflasterten Hügel zu erobern und nur der Gnade der Götter (und der verbleibenden Batterieladung im GPS-Gerät) ausgeliefert zu sein. Dies mag eine Flucht aus dem Chaos der Moderne sein, aber es ist die Moderne, die den Zugang zu Informationen ermöglicht, die sonst jahrelang in den Tiefen des lokalen Wissens verborgen lagen. Vergessene und historische Verkehrsstraßen, die nur durch die Macht des Internets entdeckt und durch GPS-Systeme und andere umwerfende Spielereien befahren werden können. Diese Spielereien gibt es in vielen Formen und jedes Beispiel bringt das moderne Fahrrad schrittweise auf ein neues Leistungsniveau – leichte Carbongabeln mit Mountainbike-Reifenfreiheit, Vorbauten und Sattelstützen mit integrierter Federung, supereffiziente Dynamo-Naben. Einige davon sind keine neuen Ideen, haben aber einen gewissen Grad an Verfeinerung erreicht, der es Radfahrern auf der ganzen Welt ermöglicht, weiter zu erkunden als je zuvor. Dieses Mal schauen wir uns an, was es bedeutet, unsere Fahrräder als „All-Road“-Maschinen zu fahren, und sehen, wie die vielleicht älteste Form des Radfahrens immer noch sehr lebendig und munter ist (obwohl in den Anfängen des Radfahrens es gab keine Alternative). Wir nutzen die Gelegenheit, mit Gaëlle Bojko und Andy Cox zu sprechen. Gaëlle ist eine französische abenteuerlustige Wunderfrau, die ihr Fahrradleben in bescheidenen Anfängen begann, als sie sich im Alter von 20 Jahren auf einem gebrauchten Hybridfahrrad und bewaffnet mit einer Einwegkamera auf eine Soloreise durch die schottischen Highlands begab Sie hat die Karpaten Osteuropas durchquert und sich ihren Weg über die gefrorene Winteroberfläche des Baikalsees in Sibirien gebahnt, wobei sie Tagestemperaturen von -25°C und -35° genoss (und ja, sie genießt es, wie sie mir sagt!). C in der Nacht. Heute stellt sie in ihrer Werkstatt etwas außerhalb von Le Mans, Frankreich, Outdoor-Ausrüstung und Gebrauchskleidung von Hand her. Andy Cox ist britischer Pionier, Fotograf und Wortschmied – ein Mann des Fahrrads. Er fährt einige der am besten abgestimmten, für den Einsatz bestens geeigneten Fahrräder, die wir je gesehen haben – da er jahrelang als Fahrradmechaniker gearbeitet hat, weiß er, was er mag. Wenn es einen Mann gibt, der weiß, wie wichtig das richtige Setup ist, dann ist es Andy. Er ist verantwortlich für die Schaffung des European Divide Trail , einer 7.600 km langen Route, die vom nordöstlichsten Punkt Europas zum südwestlichsten Punkt führt und als weitgehend verkehrsfreie Route konzipiert ist, die hauptsächlich über unbefestigte Straßen und Doppelspuren führt. Die Route eignet sich eher für das tägliche Radfahren als für intensives Bikepacking im Mountainbike-Stil. Sobald wir vom Fahrradfieber befallen sind, bemerken wir überall Fahrräder. Es ist, als würde man eine neue Küche oder ein neues Musikgenre entdecken – wir ertappen uns bei jedem Freilaufgeräusch, das vorbeirauscht. Schnell öffnen sich Türen und wir werden bald zu Kennern unseres eigenen Fahrstils: SEIDO: „Als Sie tiefer in die Welt der Fahrräder eingetaucht sind, was ist Ihnen an den vielen verschiedenen Fahrradtypen am meisten aufgefallen und welche Funktionen haben Sie angezogen, als Sie über die Ausrüstung für zukünftige Reisen nachgedacht haben?“ Gaëlle: „Mehr als die verschiedenen Arten von Fahrrädern beeindruckte mich vor allem die Beziehung, die die Menschen zu ihrem zweirädrigen, leisen und vielseitigen Fortbewegungsmittel aufbauen. Ich war nie wirklich fasziniert von Ausrüstung und Technik – wenn es funktioniert, bin ich glücklich. Es ist jedoch faszinierend zu sehen, wie Menschen ihre Komponenten, Rahmen, Taschen und Ausrüstung sorgfältig auswählen, da sie im Gegensatz zu den meisten anderen Transportmitteln zu einem vernünftigen Preis fein abgestimmt und sogar individuell angepasst werden können. Jedes Fahrrad trägt eine Geschichte in sich und ich habe es genossen, etwas über die Abenteuer der Menschen und ihre Beziehung zu ihrem Fahrrad zu erfahren. Als ich mehr fuhr und mehr Zeit auf meinem Fahrrad verbrachte, wurde mir klar, dass ich nicht auf der Suche nach der neuesten Technologie war, sondern nach Teilen, denen ich vertrauen und auf die ich mich verlassen konnte, ohne viel Wartung aufwenden zu müssen. Ich sehe das Fahrrad als Werkzeug und Begleiter, um Orte zu besuchen: Es ist ein praktischer Gegenstand. Es für eine Vielzahl von Situationen nutzen zu können, war meine Hauptaufgabe. Sein heutiges Setup entspricht vorerst meinen Bedürfnissen, da ich es schnell für einen Bikepacking-Trip beladen, es zum Pendeln in der Dunkelheit des Winters verwenden oder es für Tagesfahrten zerlegen kann. Es ist nicht das leichteste oder schnellste, aber das suche ich auch nicht.“ SEIDO: „Wenn Sie Ihr gebrauchtes Hybridfahrrad mit Ihrem Bombtrack Audax AL vergleichen, welche Unterschiede können Sie in Bezug auf die Bewältigung rauerer Straßentypen feststellen?“ Gaëlle: „Innerhalb einer Woche, nachdem ich das Hybrid-Fahrrad hatte, brachen mir auf einer Bikepacking-Reise in Schottland die Hinterachse und ein paar Speichen ... das Audax AL und meine früheren Hybrid-Fahrräder haben zwei sehr unterschiedliche Geometrien, und das Audax AL ist noch mehr.“ passend zu meinen Vorlieben und Bedürfnissen. Es verfügt über größere Reifen, die auf extrem langlebigen SEIDO Magnon 650b-Rädern montiert sind, Drop-Bars, eine sportlichere Geometrie und es hält einfach alles aus, was ich ihm entgegenwerfe. Ich weiß, dass ich mich darauf verlassen kann, und genau das suche ich bei einem Fahrrad.“ SEIDO: „Wenn Sie Ihr Traumrad spezifizieren könnten, woraus würde es bestehen und warum?“ Gaëlle: „Mein Traumrad wäre eine praktische, zuverlässige Konstruktion, die die meisten meiner Bedürfnisse abdecken würde. Ich mag die Idee nicht, unterschiedliche Fahrräder für unterschiedliche Bedürfnisse zu haben, da ich nicht auf Leistung aus bin. Ich bin mit dem Audax AL in seiner jetzigen Form recht zufrieden, beim nächsten Mal würde ich mich allerdings für einen Stahlrahmen entscheiden, da ich dazu neige, alle Gewinde zu beschädigen, die mir im Weg stehen. Aber ein Nabendynamo, gute Beleuchtung, ein Gepäckträger vorne, ein breiter, leicht ausgestellter Lenker, eine Doppelkurbelgarnitur, 650b-Räder und eine eher sportliche Geometrie scheinen gut zu meinem Fahrstil zu passen. Es wäre ein bodenständiger, praktischer Begleiter, der alles kann, auch wenn er es nicht perfekt kann.“   Die Definitionsgrenzen der Fahrradgenres sind in den letzten Jahren zunehmend verschwommen. Wir sehen Drop-Bar-Gravelbikes mit Federgabeln und Cross-Country-Mountainbikes mit starren Carbongabeln, um nur einige Beispiele zu nennen. Wie bereits erwähnt, handelt es sich hierbei nicht unbedingt um neue Ideen, sondern sie wurden in den letzten 10 Jahren stark verfeinert. Wir können jetzt Teile kombinieren und kombinieren, um Fahrradtypen zu verbinden, die immer mehr unseren Anforderungen entsprechen – Fahrräder, die schnell und effizient auf dem Asphalt rollen, sich aber dennoch gut auf unwegsamem Gelände bewegen, oder ein Fahrrad, auf dem wir getrost den Gnar abfahren können , aber wir fahren nicht durch Sirup, wenn wir wieder auf den Asphalt kommen.   SEIDO: „Was die Ausrüstung und Komponenten angeht, wie hat sich die Sache weiterentwickelt, seit du mit dem Bikepacking angefangen hast? Gibt es heute Produkte auf dem Markt, die Sie damals gerne gesehen hätten?“ Andy: „Als ich mit dem Bikepacking anfing, waren 29er gerade dabei, mehr als reine Rennmaschinen zu werden. 27,5-Zoll-Räder waren eigentlich keine Sache und Plus-Reifen (2,8/3 Zoll) waren nicht erhältlich. Dann sind da noch die schnell rollenden und dennoch breiten, starken und geschmeidigen Gravel-Reifen, die meiner Meinung nach die Art und Weise, wie wir heutzutage Fahrrad fahren, verändert haben. Alle drei dieser Entwicklungen, bei denen es hauptsächlich um Reifen und Laufräder geht, haben die Leistungsfähigkeit unserer Fahrräder heute wirklich verändert. Dies hat sich auch auf das Rahmendesign ausgewirkt und bietet mehr Freiraum und bessere Winkel für Geländefahrten und Fahrten mit Last. Auch die Gepäcksysteme haben sich stark verändert, was wirklich dazu beigetragen hat, bis zu einem gewissen Grad Grenzen zu überschreiten. Das heißt nicht, dass Gepäckträger und Packtaschen schlecht sind, sie eignen sich nur nicht für Offroad-Touren. Außerdem schreit das zusätzliche Fassungsvermögen einer Gepäckträgertasche geradezu danach, gefüllt zu werden, sodass es leicht passieren kann, dass man sie überlädt und zu viel mitnimmt, was das Reisen schwieriger macht.“   SEIDO: „Wir sehen viel davon, was herumgeht, kommt herum. Welche Art von Technologie wundert Sie, dass sie wieder auftaucht?“ Andy: „Ehrlich gesagt überrascht mich heutzutage in der Fahrradbranche nichts mehr wirklich. Trends kommen und gehen, mit gefederten oder starren Gabeln, Carbon oder nicht, Rädern mit größerem oder kleinerem Durchmesser, breiteren oder schmaleren Reifen, alles scheint in den letzten 20 Jahren eine Modeerscheinung zu sein. Die Federung an Gravel-Bikes ist großartig, genau wie bei jedem Offroad-Bike, wobei gefederte Sattelstützen und Vorbauten ein würdiges Upgrade für raueres Gelände darstellen. Die Entwicklung des Fahrrads ist faszinierend zu sehen und zu erleben, solange sie dazu beiträgt, Fahrräder leistungsfähiger zu machen und mehr Terrain für komfortables Fahren zu eröffnen. Ich finde es schade, dass so viel in der Branche vom Rennsport geprägt ist, denn im Verhältnis dazu fahren nicht viele Menschen tatsächlich Rennen, und Rennräder und ihre Ausrüstung sind in puncto Komfort und Langlebigkeit nicht besonders gut.“ SEIDO: „Wenn Sie Ihr Traumrad spezifizieren könnten, woraus würde es bestehen und warum?“ Andy: „Ein Bombtrack Beyond aus Titan ist mein nächstes Fahrrad, ich wechsle zwischen einer SEIDO MGV- Carbongabel und einer Rockshox Rudy-Gabel, schnelleren oder griffigeren Reifen und immer Hunt 42 Limitless Adventure Wheels.“ Ich habe keinen besseren Lenkersatz als die Redshift Kitchen Sinks und ihre Shockstop-Sattelstütze gefunden, dann sind es SEIDO-Kurbeln, Kettenblatt und Vorbau . SRAM Rival AXS Mullet-Antrieb, ein Specialized Power-Sattel und je nach Bedingungen verschiedene Schwalbe G-One-Reifen. Es scheint also, dass mein Traumrad im Großen und Ganzen von der gleichen Bauart ist wie mein Bombtrack Hook EXT C , nur mit einem anderen Rahmenset. Fahrräder sind erstaunliche Dinge, aber die richtige Einstellung ist viel wichtiger als die neueste Ausrüstung. Letztendlich sind Fahrräder nur die Ausrüstung, die es einem abenteuerlustigen Geist ermöglicht, in der Welt Glück und Zufriedenheit zu finden. Ich habe das große Glück, dass mir meine großzügigen Sponsoren großartige Ausrüstung zur Verfügung gestellt haben, aber wenn nicht, wäre ich immer noch unterwegs und hätte Spaß auf dem Motorrad, das ich gerade fahre.“ Wenn Marken ihre Fahrräder entwerfen, vertrauen sie auf Fahrer wie Gaëlle und Andy, weil sie ihre Fahrräder bis an die Grenzen ausreizen und so den Weg für neue Designideen ebnen. Gaëlle ist kürzlich im Winter mit ihrem Bombtrack Audax AL über die Montañas Vacias in Spanien gefahren. Teile der Strecke könnten als Teil des Radsports betrachtet werden, andere Abschnitte erforderten jedoch einen Kampf, der an den Kampf der Fahrer der frühen großen Rundfahrten erinnerte. Im Winter in der Region Montañas Vacias verwandeln sich Schotterstraßen in klebrige, schlammige Pisten, die mit Schlaglöchern voller Eiswasser übersät sind, Schneeverwehungen, die die Straßen verstopfen, und pure Isolation – um diese Pässe zu überwinden, ist ebenso viel mentale Stärke wie körperliche Ausdauer erforderlich, aber es gibt sie Ein Preis, der diesen Kompromiss mehr als wert ist: SEIDO: „Wenn Sie in einer solchen Umgebung allein mit dem Fahrrad unterwegs sind, welches Gefühl suchen Sie dann?“ Gaëlle: „Ich genieße die Einsamkeit wirklich. Es ist anders als allein zu sein, ich fühle mich auf meinem Fahrrad selten allein. Ich mag die Ruhe und den Frieden und finde, dass diese Gefühle dadurch verstärkt werden, dass man in winterlichen Umgebungen allein ist. Die Route Montañas Vacias ist im Sommer wunderschön und ruhig. Aber wenn die Temperaturen deutlich unter den Gefrierpunkt fallen, fällt es noch mehr auf, da das Leben langsamer wird. Ernesto Pastor, der die Route erstellt hat, nannte sie aus geografischen und sozialen Gründen Montañas Vacias, was leere Berge bedeutet, da dieses Gebiet eine sehr geringe Bevölkerungsdichte aufweist. Aber Bereiche sind nie leer, es gibt immer etwas, das hervorsticht. Und nach dem, was ich beim Fahren mit den Montanas Vacias gefühlt habe, ist es ein majestätischer Ort. Nicht ganz so großartig wie die Alpen, mit weiten Ausblicken und beeindruckenden Bergen, aber als ich dort fuhr, fühlte es sich ruhig und gelassen an.“ SEIDO: „Haben Sie beim Fahren auf solchen Strecken das Gefühl, dass Sie Ihr Fahrrad an seine Grenzen bringen?“ Gaëlle: „Strecken wie diese fordern auf jeden Fall ihren Tribut vom Fahrrad. Jeden Tag durch Schlamm, Schnee und Eis zu fahren, ist eine echte Herausforderung für mich, und deshalb liegt mir vor allem die Zuverlässigkeit des Fahrrads am Herzen. Aber es fühlte sich nie so an, als ob es an seine Grenzen gestoßen wäre, wahrscheinlich weil meine viel niedriger sind!“ SEIDO: „Wie hat es sich angefühlt, diese zweifellos alten Pässe zu befahren? Fühlten Sie sich in eine ältere und einfachere Zeit versetzt?“ Gaëlle: „Ernesto hat bei der Zusammenstellung der Montañas Vacias-Route wunderbare Arbeit geleistet. Man muss nicht lange recherchieren, um zu verstehen, worum es geht, und schon früh wurde klar, dass diese Route weder nostalgisch noch melancholisch ist. Ich hatte das Gefühl, dass es eine Möglichkeit ist, der Welt einen Teil Europas zu zeigen, der nicht so bekannt ist, und das auf eine Art und Weise, die mir ziemlich objektiv erschien. Es werden keine Stellungnahmen abgegeben und keine Beurteilung der sozioökonomischen Lage dieser Region Spaniens abgegeben. Im Gegenteil: Anstatt in frühere Zeiten versetzt zu werden, spürte ich die Probleme, mit denen die Dörfer heute konfrontiert sind: Die Bevölkerung geht zurück; Junge Menschen gehen, die Alten werden älter. Die Dörfer leeren sich langsam und ich war beeindruckt von der Anzahl verlassener Häuser und Ruinen. Gleichzeitig konnte ich die Auswirkungen der Montañas Vacias-Route auf einige Teile der lokalen Wirtschaft miterleben, und es gab mir Hoffnung für die Zukunft dieser Orte, auch wenn das Fahrradfahren nicht alle Probleme lösen wird. So sehr ich es liebe, etwas über die Geschichte der Orte zu erfahren, durch die ich fahre, so faszinierend finde ich es auch, etwas über ihre tatsächliche soziale Situation zu erfahren und wie sie sich darin zurechtfinden. Das Fahrrad ermöglicht es mir, einige Zeit an diesen Orten zu verbringen und etwas über sie zu lernen, und deshalb fahre ich damit.“ Auch wenn es den Anschein hat, dass die „neue“ Bewegung des All-Road-Radsports ihre Wurzeln in den allerersten Formen des Sports hat, lässt sich nicht leugnen, dass ihr progressiver Charakter den Teilen der Welt, in denen dies der Fall sein könnte, durchaus gerecht werden könnte ansonsten blieben sie vom modernen Tourismus relativ unbeachtet. In Kombination mit der ständig wachsenden Produktpalette, die wir heute auf dem Markt sehen, entwickelt sich dieser sehr originelle und schlichte Ansatz zum Radfahren immer weiter und verfeinert sich weiter. Die All-Road- und Bikepacking-Bewegung steigert weiterhin die Fähigkeit des Fahrrads, unsere Welt zu entdecken und neu zu entdecken. Es ist ein einfaches, aber sehr modernes Werkzeug, das es uns ermöglicht, weiter zu gehen, möglicherweise auf die edelste Art und Weise, die wir als Menschen können. SEIDO Components bedankt sich herzlich bei Gaëlle und Andy für ihren wertvollen Beitrag zum heutigen Thema und dafür, dass sie im Allgemeinen das tun, was sie am besten können, und zwar auf die großartige und inspirierende Art und Weise, wie sie es tun. Es sind Fahrer wie Gaëlle und Andy, die den Geist des alternativen und abenteuerlichen Radsports am Leben erhalten. Danke fürs Lesen! SEIDO-Komponenten September 2023 Von Peter Skelton