Let us know how you like the new hours while you’re in the store!

In order to serve you better, we will be merging our two stores effective August 1st, 2011. After listening carefully to your feedback, we feel that we can meet your needs more effectively, as well as maintain our high level of product and knowledgeable staff. We are making this change for three key reasons:

1. We’ll be open seven days a week
We recently started opening Sundays, which has been a very popular change. We continue to receive requests to be open on Mondays as well. Consolidating our staff to one store will allow us to start opening seven days a week and let us keep our service quality high with experienced, friendly staff.

2. You’ll have one store for all your bicycling needs
We understand that there was some degree of confusion over the product mix in each of our stores. Moving to a single store will not only simplify your experience, but it will also let us offer you an even wider selection of products as we unify our purchasing and inventory.

This consolidation means that we will be moving our mountain bikes and mountain bike service over to Mercer Island. Over the next few weeks you’ll see some renovations that will allow us to increase our inventory and expand our service offerings to make sure that both road and mountain riders can be fully taken care of with our merged operations in one convenient location.

3. We’ll have the essentials available in the Issaquah/Sammamish area
A very large proportion of our sales in Issaquah since we opened have been convenience items (tubes, tires, food, etc.). We’re working with Bicycle Adventures (located just off Exit 22 on I-90) to create a satellite store that will be fully stocked with our most popular items for your convenience.

We want to assure you that our entire team is still dedicated to providing the highest levels of service possible and being your store of choice. If you have any comments, suggestions, or feedback, please send them to us at ideas@velocevelo.com.

With sincere thanks for your support and continuing relationships,

Graham & Nindy Hunter, and the staff at Veloce Velo & Mountainside Bikes

Satrting July 9th,  Saturday mornings at 9:00am on Mercer Island  we host a great shop ride.

The Mercer Island “Loop” is one of the most popular and best known rides in the greater Seattle area. Offering the rider everything from quick, twisty switchbacks to scenic open roads in a compact 15 mile loop. One of the best features that the Loop has to offer is that it can be two completely different rides depending on which direction you take, clockwise or counter clockwise. Providing some of the best views imaginable on a quick loop you can see everything from the Bellevue skyline to Mt. Rainier (on a clear day!) All in all the Mercer Island loop contains 15 of the most enjoyable miles in the greater Seattle area in one great route! Call Robert at the store by Friday 6pm to get info on the Saturday ride/weather conditions. (206) 236-0123. We will break up in groups if necessary, so please be ready to ride at 9:00am. The store is open at 8:00am

Please call or email robert@velocevelo.com for more information.

What exactly is her mission? To answer the question, “Is the bicycle a key solution for dramatically reducing fossil fuel consumption, while helping to create livable, healthy cities in the 21st century?”

You can follow her adventures, thoughts and pictures at her blog.

http://christinemgrant.com/

Weylandts was a professional cyclist, and inherent to this life decision is danger and the potential for injury is all too likely. As fans we love to see the majesty and skill of a speeding cyclist on a twisting and aggressive descent, as well as the boldness and power of a group of sprinters approaching the finish line. As a pro, Weylandts understood the risks. A sprinter himself, he knew the pain of crashing on pavement at speeds over 40mph with a crush of cyclists, and their bikes, right behind him. In many professions, there are immense risks that as fans we accept as elements of the sport.

We mourn Weylandts, and we hope that his death at least provokes thought in the mind of all cyclists. Very few of us are being paid to ride our bikes to the edge of risk. Most of us take the risks of riding for granted. The truth of the matter is that it can be difficult to enjoy cycling when one is focused on the risks. However, there important considerations not to be taken for granted. First and foremost most places we ride are public roads, however beautiful and scenic they may be. Traffic rules and laws exist to protect the public good and limit the danger of accidents. Predictable behavior is developed when drivers, pedestrians, and yes, cyclists, obey traffic laws. For one group to criticize another, each needs to be aware that not everyone drives the speed limit, stops at all stop signs, etc. The fact that someone else may not have operated within the law does not allow another to ignore it. As user groups, we all need to adhere to the law to keep everyone safe. A driver swerving to avoid a cyclist who rode through a stop sign could easily be killed if they struck a utility pole. You not only hold your own life in your hand, but the lives of others. Drivers complain about cyclists who feel they don’t have to obey traffic laws, and the actions of cyclists that don’t create animosity towards all. Whether we like it or not, cyclists are the user group that has to work hardest to gain acceptance and respect on the roads. When we choose to act outside the law, we are making life harder for all cyclists.

Second, cyclists need to be aware that not every rider is capable of handling their bike at the speeds that may be allowed by law. Remember, despite the helmet you should be wearing, very little other safety gear is worn when riding. A simple fall at low speed can tear skin, break bones, or much worse. At higher speeds these issues are magnified. If you are riding on a descent in which you can easily exceed 30mph, but the speed limit is 25, you are just as guilty as the driver who exceeds the speed limit. You are also putting yourself at risk. Stopping a bike at 30mph is not immediate, and less so with control. Please operate your bike in as safe a manner as possible. Coming around a blind corner at 30mph, hugging the side of the road, it is very difficult for a driver pulling out of driveway or side-street to see you before it is too late. Be responsible to yourself, and to others.

Riding in groups can be very enjoyable. Sharing a wonderful cycling experience with several friends, a club, or team creates its own challenges. Please know the rules in the community or communities in which you are riding. Some allow riders to ride two abreast in specific areas, others don’t specify. Remember there are federal guidelines, state and local laws that are all in play. The best rule is not to ride two abreast except in areas where there is an adequate amount of room for vehicles to pass unhindered. Groups may also be challenged by stop signs or traffic lights. Most laws treat each cyclist as individual. Larger, or more spread out groups should always be aware of this. Don’t assume it is safe to cross just because the cyclist in front of you did. Another complaint of group riding is how groups seem to believe that solo cyclists out on their own ride must cede the road to a group. Not only is this not the case legally, it is not very friendly or respectful by the group. When overtaking a slower cyclist or group of slower cyclists, the responsibility falls on those passing. Don’t overtake unless you can safely pass the slower rider, and each cyclist in the group should undertake this decision. Just because the leader passed doesn’t mean everyone gets to. As a leader, it can be helpful to the talk to the cyclist being passed- greeting, informing of the size of the group, etcetera.

Wouter Weylandts died in a race, a controlled environment in which he was paid to find a balance between safety and risk. His death was a tragic result of that line being crossed. 99.8% of all cyclists will never be paid to ride a bike. We ride for the pleasure, the fitness, and the love of the sport. Please do what you can to make the ride safe for yourself, other cyclists and all user groups. In the process, you will also reinforce with drivers and pedestrians that cyclists can be a partner in overall road safety.

Breaking it down

The standard answer to “how can I upgrade my bike?” is “get new wheels”. Safe to say, 95% of the time, the wheelset can be upgraded. But what does that really mean- to upgrade a wheelset? Is it about going lighter, aero, stiffer, or all three?

In making a decision about wheels, whether as an upgrade, as part of a custom kit selection, or even a deciding factor in a stock bike purchase, it is important to understand your needs as a rider. Someone who is racing would likely opt for stiffness and weight that wouldn’t improve the ride of someone who is touring. The durability and serviceability of the touring wheelset might not appeal to the racing cyclist. So first you have to decide what type of rider you are, and what your specific needs might be.

Once you determine your type and needs, you have to develop an understanding of a wheel’s component pieces, or of the integrated design of a wheel system. Some wheels use traditional hubs, spokes and rims- while others- though still consisting of those components are designed as proprietary systems whose parts are not compatible with any other product. Different wheel designs were developed for different purposes, and their development and construction reflect those purposes and the philosophy of the designer.

Let’s examine the rider types and needs first, then we will move on to different wheel choices, and finally how one makes a selection.
Who am I?

Perhaps a less philosophical question would be “What kind of rider am I?”. This is not as easy as one might think, as there are multiple considerations that can define us in terms of wheel requirements. None of these categories, prices, etc., is clearly defined- but suggestive of categories.

1-      Recreational: a recreational rider generally rides a bike in the $800-$1200 range, perhaps 5-8 times a month, in season. The daily mileage is relatively low and the exertion falls more on the ‘comfort’ level than ‘challenging’ level. Rider is less concerned about weight and features than about reliability and minimal service.

2-      Sport: more aggressive and consistent than the recreational rider, perhaps with 1-2 ‘benefit’ rides as seasonal goals. The Sport rider tries to ride 2-4 days a week, with longer rides on the weekends. An organized group ride is an option, but not a regular aspect. Many times this rider has started to consider equipment or upgrades if they started with a recreational level bike. Some have bought in above $1200, and at that point a wheel upgrade may actually be worth it.

3-      Intermediate:  this level of rider will likely ride a bike in the $2000-$3500 range, and rides 4-6 times a week, with possible group rides and either has tried, or is considering racing. Bike weight, stiffness, and responsiveness all factor in to the mix. Serious touring riders also fall into this category, though may not have the same bike considerations. Most riders in this category do have a focus on wheels- even if for different reasons.

4-      Hardcore: this fun designation includes a variety of cyclists. The hardcore racing crew, the daily commuter who rides a bike in any and all conditions in pursuit of life without a car, the guy who manages to ride 7 days a week despite having a fulltime job and family…you all probably know one. Amongst the hardcore, there are generally two extremes- those dedicated and knowledgeable about their equipment; and the ones whose main goal is riding everything they own into a broken, worn-out, unusable and possibly unidentifiable mess!

5-      There also exists another group- who sort of fall into several categories. They may be true enthusiasts or type-A triathletes, or just lifelong cyclists who defy categorization. They may be beginners, or even professional athletes. These riders ‘need’ constant upgrades and everything they can and can’t afford to maximize every watt generated.

What are my wheel options?

To many cyclists, the wheels they know are the wheels they have on their bike, and wheels they see in professional racing. Manufacturers are also savvy enough to dress up the mainstream products to look like the racing versions. In many cases there is a trickle-down effect to the technology, meaning that the technology designed for higher level wheels eventually trickles down to the less expensive options. Regardless of the product, wheels are broken down into several component pieces:

1-      Hubs- the hub is the central component of any wheel. It houses an axle, bearing, and in case of the rear version, the drive engagement mechanism. The hub is affixed to the rim via spokes…

2-      Spokes can come in many versions- steel, aluminum, carbon fiber, and can be bladed, butted, round, cylindrical, flat, etc. In more generic versions, hubs are drilled for a standard style spoke- called a j-bend- that can be laced to the rim in a number of patterns. Others have been designed for specific hub designs- many of which are proprietary. Proprietary wheels are generally system engineered- with a specific hub-spoke-nipple-rim design. Replacement parts are limited to these specific wheels and can be harder to locate as time goes on.

3-      Spoke nipples are the piece that enables the spoke to be affixed to the rim. These can be part of the ‘standard’ wheel using j-bend spokes and traditional rim, or again, can be specifically designed as part of a wheel system. Wheels like the Mavic Ksyrium and Campagnolo Eurus are good examples of system wheels that use a specific nipple to thread into a specially designed rim. Nipples are generally aluminum or brass, but carbon fiber creeps in at the upper range of the market.

4-      Rims are the hoops that a tire actually mounts on. Rims come in many styles, configurations and materials: clinchers, tubulars, tubeless, aero, box, track specific, disc specific, rugged, superlight, etc. Rim configuration is generally how people identify wheel sets because this is the area that can carry large branding decals and more immediately can tell the “story” of the wheel. This “story” can often times visually explain to us the intended use of a specific rim. More detail on rims is required to make sense of this wheel component.

The Old Standby

‘Traditional’ rims, generally low profile, or “box” shaped, are still the foundation of most wheelsets sold today. The rims are generally extruded aluminum, and either welded ($$$), or sleeved/pinned ($$). Various shapes can be created, from low profile to deeper aero versions. Advances in aluminum alloys and extrusion technologies have both lightened and strengthened these products. The rims are drilled with a specific number of holes- which can affect the design and construction. Rims can be single or double walled- depending on the design used- with double generally dictating more durability and strength, possibly a little heavier. Some manufacturers drill their rims for simple spoke passage. The nipple carries through the rim wall and distributes the force of the pulling spoke while threading onto the spoke. Some rims use eyelets (reinforcing washers shaped to the rim), which can be attached to single or double wall designs. Those that use “double eyelets” distribute the pulling tension (via the eyelet) on two rim walls (inner and outer), and are generally stronger and a little heavier then single eyelet or zero eyelet versions.

These types of rim designs have been in use since the beginning of spoked bicycle wheels, and as such have been refined and re-designed over the years but are tried and trusted.

The Aero Evolution

Aerodynamic wheels are not exactly new, but the greatest advances have taken place in the last fifteen years. Aluminum aero wheels have the drawback of increasing in weight as the section gets deeper. That increase in weight-at the rotating mass of the wheel in particular- starts to cancel out an aerodynamic benefit. At speed, such a wheel can be ‘fast’, but changes in speed, grade and fast accelerations will all lead to the rider feeling that weight and likely losing momentum. The advances in carbon fiber technology have truly driven the lightweight aero revolution. If you can have the benefits of aerodynamics, in a lightweight wheel with none of the drawbacks, what is preventing everyone from riding them? Frankly, cost is the number one reason. The cost benefit ratio is also to be considered, as the average speeds necessary (mid 20’s or so) to truly feel the advantage may be beyond most non-racing cyclists. Carbon wheels can be more susceptible to road hazard damage. They can also provide a less impressive ride quality and less than optimal braking. In windy conditions the handling can also be compromised. For these reasons most riders consider aero wheels to offer more benefit to the racing cyclist. We are starting to see more acceptance of aero carbon wheels for everyday use as the technology evolves (braking/strength/ride quality), but cost is the last hurdle.

Tubular, Clincher, and Tubeless

The choice of rim is generally dictated by the type of tire the rider wants to use. For most racing cyclists, tubular tires provide the best combination of feel, control, cornering and rolling resistance.  The rim, be it aluminum or carbon has a curved bed that the tire nestles into, and must be secured with special glue. It is the gluing process and the difficulty dealing with punctures that deter most people from everyday use. A need for an easy and cost effective everyday tire that had practical repair processes, gave rise to, and acceptance of, clincher tires. Clincher rims have a hooked edge that engage with the bead of the tire to provide a safe “clinch”. Used with tubes, clinchers are by far the most commonly used rim/tire system on the market.

Tubeless systems have evolved from the UST mountain system, and newer mountain options, to a road specific combination, called Road Tubeless. The goal was to provide a tire capable of the best qualities of a tubular, but without the gluing issues and flat change challenges. The reality is that the system isn’t quite there yet. It is functional, and many riders who embrace it love the feel.  However, tire development has been slowed by patent protection and not all consumers have fully embraced it in its current state of development. One concern is that there aren’t enough tire options to suit the market. Standard clincher tires come in an array of sizes, rubber compounds, tread patterns, etc.  Some riders prefer one version over another and can’t even explain why. Consumers like to have these choices and it is likely that when more options and price points are available, Road Tubeless will increase market share significantly. It did take mountain tubeless several years to adopt and competition to UST has made multiple systems improve. Road tubeless rims generally need to be sealed- either at rim extrusion, or with a tape system, but generally the hook is shaped differently from the standard clincher system, which limits conversions of existing wheels. So, a customer then also needs to have the correct wheels as well. These adoptions take time, real life testing, and development but generally improve significantly with this process. If the product makes sense, and has value, more companies and consumers invest.

System Wheels (Machine &  Handbuilt) vs Traditional Spoke Laced Designs

Engineered wheel systems that come in both machine and handbuilt variations are generally comprised entirely of proprietary component pieces. In other words, the parts on these wheels are likely to be solely used for a single wheel design. Even manufacturers such as Mavic share very few parts within their lines. Each model is different in some ways. The biggest argument for these types of wheels is driven from a performance perspective. How can a wheel be made light, stiff, reactive and marketable? The wheels we see under the bikes of professional racers are largely available to the public. But does the riding public need such a wheel? Even serious local cyclists generally don’t have the same needs of the top racing teams. But these wheels remain extremely popular with the riding public. Many riders want a lighter more responsive wheel. Occasionally they don’t realize the tradeoffs. The biggest drawback with proprietary systems is that parts aren’t as easy to find. Many shops can’t justify stocking all the various spokes required to service these wheels. A broken Zicral aluminum spoke on a Mavic Ksyrium SL wheel probably means two things: 1- you can’t ride home on the wheel, and 2- you may be without the wheel for a few weeks as you locate a store that has it in stock and can get the work done.

A second trade-off is felt in ride quality.  A wheel that is built to be very stiff laterally and vertically, especially with aluminum spokes at high tension, performs great, but will punish a cyclist- transmitting considerable energy and vibration back up the frame to the cyclist. A person who rides 3-4 times a week, and has century goals in the riding season is unlikely to enjoy riding such a wheel. Despite that, these wheels are very popular and often selected by non-racing cyclists. The Mavic Ksyrium SL is a hugely popular wheelset, but a discerning rider would be much better off sacrificing a few grams, saving some money, and buying the steel spoke version- the Ksyrium Elite, which has a smoother ride quality and is more resilient. Still a strong performing wheel, the Elite is also proprietary, but better suited to the enthusiast rider who wants performance without the potential abuse of the SL variant.

When looking at any system wheel, one should really examine the nature of the build, the proprietary features, and the purpose for which they were designed and then make an informed choice based on this information.

Handbuilt, traditionally laced wheels were largely displaced on bikes from major manufacturers in the 2000’s. Pre-built system wheels became the dominant specification. Handbuilt options never disappeared, but fewer stores invested in keeping the spokes, hubs, rims and labor on hand to build wheels. It can be expensive and time consuming for a shop. However, there is also an art to wheelbuilding that cannot be denied. Many practitioners have maintained their skills, as well as adding the knowledge and experience to repair the system wheels. Even so, there are few shops around who still understand and practice wheel building. Generally, traditional wheels are laced using steel j-bend spokes, on traditional hubs and rims, using brass or alloy nipples to affix the spoke to the rim. The construction of the wheel, or the lacing process, can be varied according to rider weight, usage, materials selected, durability required, etc.

Handbuilt wheels share lacing concepts with system wheels, but the application is very different, and the spoke counts generally higher. One appeal to system wheels is that they are visually appealing- many use fewer spokes, some of which are wide bladed designs. Some might consider such a wheel “sexy”. A handbuilt might have as few as 20 spokes, or as many as 42, but generally you see 28, 32, and 36 spoke configurations. Spokes can be laced from the rim in a radial pattern (straight out from the hub to the rim, or in a crossing pattern (spokes cross over each other). Generally radial lacing is seen only on the front, or on the non-drive side of the rear wheel (some system wheels also utilize radial on the drive side).  Spokes are usually crossed to suit the build. A 28 hole configuration is often laced 2 cross, while 32 and 36 are generally laced 3 cross. A radial wheel is commonly laced to a higher tension, which adds lateral and vertical stiffness, but also makes the ride a little harsher. A cross pattern allows the rim to give a bit vertically, absorbing more energy from impact without damage, but may not be as stiff laterally, or as responsive. When you see fewer spokes, and less crossing, the tension of the spokes is usually higher.  Spoke tension is best measured with a tensiometer. Different types of spokes and lacing patterns (as well as rims) have different tension requirements. A builder may work within a range, depending on the rider’s weight and needs, but maintaining proper tension is crucial to a wheel’s function and longevity. Beware the mechanic who doesn’t use a tensiometer. Yes, very experienced builders can have a good “feel” for what they do, and a few lucky types can claim to effectively tension a wheel by sound, but there is no substitute for knowing proper tension requirements and using a tensiometer.

There are many other terms in wheel building that you will come across, such as: dish, offset, off center rims, etc., but most consumers don’t really need to know these details. Just keep in mind that the Ksyrium SL wheelset mentioned above usually sells around $1100 and weighs under 1450grams. A DT 240s hubset, laced with DT Aerolite spokes to DT RR465 32h rims generally costs and weighs about the same. So, you can get a wheelset of comparable weight, with standard spoke type, and a terrific hubset for the same price, but be far more likely to ride home on a broken spoke, get it repaired at almost any shop, and have a much nicer riding wheelset for everyday applications. Yes, you might sacrifice some lateral stiffness, but the other positives generally outweigh that benefit.

Choosing the right wheel for your needs

The point here is that you can get a terrific handbuilt wheelset or a terrific proprietary system wheelset for the same amount of money. Handbuilt clincher wheelsets on traditional rims can weigh under 1400grams with today’s lightweight hubs , rims, and spokes. You can also lace a lightweight aerodynamic carbon rim using many of the traditional components. Consumers are fortunate to have so many choices, but they can be confusing.

That is why your local bike professionals can guide you through the process of buying wheels. Make sure they ask you about your needs, desires, budget, riding style, usage, etc., as you engage in the process. A sexy system wheel might perfectly suit your needs, or a demure handbuilt option might be the right choice for you. Aero, tubular, clincher, carbon, tubeless, aluminum- all choices you can consider and your shop is your best resource.

By understanding what type of rider you are, and what needs you have, you can select the ideal option for your bike. The considerations and expectations change depending on the type of riding that you prefer and enjoy. If wheels are the most significant upgrade you can make to most bikes, then take the time to learn about them, engage with professionals, and choose the right wheel option for you.

STI- Shimano Total Integration- Born in 1990 somewhere in Japan, this Shimano lever integrates the brake and shifting mechanisms into one unit. This system, along with similar designs from other component companies, is now the standard for the industry.

SPD- Shimano Pedaling Dynamics- Also born in 1990, this pedaling system makes its mark mainly in the mountain bike realm of cycling. It consists of a smaller cleat than the original LOOK style clipless pedal, and is generally installed on a shoe with a recessed area allowing for the cyclist to ride and walk with ease. The SPD cleat has since become popular in both road and mountain riding.

TPI- Threads Per Inch- This system of measurement is helpful when picking out tires. Internally, a low TPI will resemble a loosely woven fabric, whereas a high TPI will look more like a fine silk. Generally a higher TPI allows for higher inflation pressure, better rolling efficiency and greater flexibility. 

UD- Unidirectional (Carbon)- Seen on frames, forks, handlebars, and other components, this feature means that there is no weave pattern to the carbon fiber allowing it to be extremely stiff in a singular direction.

CPSC- Consumer Product Safety Commission- This government agency is in charge of assessing the safety of consumer products.  Bikes, helmets, lights, and countless other bicycle related products are approved and can be recalled by the CPSC.

NET- Naked External Tubeset- The NET design, a Scott Bikes innovation produces a lighter bicycle frame by using a carbon fiber that allows for the removal of the thick cosmetic clear coat.

BB – Bottom Bracket- You may hear this term thrown around in a shop service area… but don’t be offended if a tech tells you… YOU HAVE ONE DIRTY BB!

MUP- Multi Use path- A path shared by bicyclist and pedestrians alike.

KOPS – Knee Over Pedal Spindle- This is a measurement a fit specialist will use when properly fitting a rider on their bike. It describes the relationship between the knee and the pedal, and can affect comfort and power transfer.

QR – Quick Release- The various devices that let you remove wheels, brakes, seat-posts, or other components without any tools. This is another phrase used often in a service area, and usually not related to the mathematical algorithm (although out Techs at Veloce Velo have been known to discuss a variety of interesting topics while working away on your bikes!)

TDF – Tour de France- Originally a Newspaper promotion. Today this ride is one of the most popular and heavily followed races. Complete with scandal, intrigue and sometimes even death…