Here, conical flanges on the open ends are pressed together by the angled inner faces of the ring clamp as it is tightened around them. The other frame split is at the down tube, just in front of the bottom bracket. The seat tube fits inside the top tube lug, which then clamps both the seat tube and seat post at the same time to make a rigid junction. The Carbon’s design uses a single (twin-bolt) clamp. The Carbon’s frame is a development of the design pioneered on the original steel Break-Away, which employed a separate seatpost clamp on the seat and top tubes. Ritchey supplies Break-Away framesets only, complete with travel case (80×70×33cm). While the seat tube extends into the top tube lug, the backbone of the joint is the seatpost But there’s no hint that the frame incorporates a split coupling as unobtrusive as Ritchey’s BreakAway system. ![]() The back end is slightly softer, perhaps thanks to curved seat stays and a slender 27.2mm seat post. The fork, beefy carbon stem and front wheel setup pass every road imperfection straight though to the hands even with the front tyre at a supple 85psi. The ride sensation is of directness and immense stiffness. These employ a wide, 38mm deep, ‘aero’ cross-section carbon clincher rim able to take tubeless tyres, although for this test the bike rolled on 25mm Ritchey WCS RaceSlick rubber. It boasts Shimano Dura-Ace 9000 mechanical 11-speed groupset Ritchey’s own-brand SuperLogic stem, handlebar and finishing kit and the US manufacturer’s WCS Apex Carbon 38mm wheels. That’s exactly how it rides, which is hardly surprising given the classy component specification. If you ignore the delicate mechanism for splitting the frame – it’s easy to miss – this might be just another high-end 7kg carbon-fibre road bike. Also, your other belongings might fit in your hand luggage, depending on what else you can fit in the case with the bike. Where this is high enough (20kg+), a separable cycle in a case may travel without incurring excess baggage fees – bearing in mind that a hard case will likely weigh more than 7kg by itself. They also hide the fact that a cycle is being carried, which can attract an excess charge even when the cycle is packed smaller than the permitted dimensions.įor obvious reasons, airlines state a maximum weight for checked baggage. The limit may be expressed simply as a single total figure, say 300cm, which is then the sum of length, width and depth, or as specific, individual measurements.Ī bike packed in a standard bike box invariably exceeds such restrictions bike cases suitable for either of the bikes on test do not. While UK rail operators limit the number of cycles allowed on a train, compact fully folding bikes are counted as luggage, as are bikes partially dismantled and packed in a bag or case smaller than 90×70×30cm.Īirlines also impose restrictions on the size of items that can be carried without incurring excess baggage charges. ![]() Richard Hallett, technical editor of Cycle magazineĮither bike on test, packed in a suitable case, can be carried on Eurostar and the TGV network. For those riders who prefer the performance of a full-sized machine, the cycles reviewed here use couplings that allow the frame to be split into two parts so the bike can be stowed in a smaller case than otherwise possible.Ĭouplings allow the frame to be split into two parts so the bike can be stowed in a smaller case These can usually be minimised and even avoided entirely by opting for a folding bike. ![]() This is partly because a bicycle that’s not being ridden can be awkward and vulnerable, but more important are the regulations imposed by many rail carriers and airlines – and their costs. ![]() As anyone who has recently tried it will know, travelling with a cycle on public transport can be hugely inconvenient.
0 Comments
Leave a Reply. |