West End Bikes

The latest generation of Roval wheels represent the best of what modern bicycle wheels could be, while creating a benchmark of what wheels should be.

Although Roval of the 70′s was way ahead of their time, the 2000′s takeover of the brand by Specialized gave us a very steady upward trajectory of innovation and improvements. The following are some highlights of their latest offering, the CLX 32 Disc Clincher. 

It can be argued that the hardest working part of any wheel is the rim, so strength was paramount on the CLX 32. The result of extensive material and lay-up testing yielded not only a rim strong enough for cyclocross and European cobbles, but light enough to produce a 1350 gram wheelset. That wasn’t enough, trials in the wind tunnel concluded that the 32mm rim depth of the CLX 32 was actually faster than the prior generation’s 40 mm depth. Roval is also committed to tubeless tire technology, and the CLX 32 delivers. A system of airtight plugs provide the seal, an improvement over rim tape found on most wheels.

The CLX Disc wheels are a thoroughly modern wheel, and we feel the most modern (and best) way to mount a rotor is with Centerlock. Rarely does a design combine the highest degree of safety, function, and ease of service, but centerlock does, and we are happy to see it’s inclusion on the Rovals. Also noteworthy are the internal cam quick release levers, their action is smooth and the clamping force is ample. Need thru-axles? No problem, the future proof CLX 32 comes with adapters.

Prior iterations of the CLX series used narrow butted round spokes. While incredibly lightweight, they were prone to wind-up. Luckily for the mechanics of the world, the wind tunnel testing showed no disadvantage to bladed spokes in crosswinds.

Another win for mechanics, the same wind tunnel results showed no drop in aerodynamic efficiency with external nipples.

I had the chance to take Sram's new eTap wireless groupset out for a ride, and it is simply rad. I departed from West End Bikes to ride the West Hills, thinking it might take some time to get used to Sram's new shifting. I was wrong, it was the opposite, no learning curve whatsoever. It's easy, press the right shifter paddle and the rear derailleur goes right, press the left paddle and derailleur goes left. To move the front derailleur, just press both shift paddles simultaneously. I mashed on the pedals while shifting to see if I could make it skip a shift, nope! Every shift was perfect, spot-on and very smooth.

One of my favorite parts on this new groupset is the shifters, they are by far the most comfortable shifter I have used, it felt like it was made for my hand. The transition from the brake lever to the shifter paddle is very smooth, and the wide paddle makes it impossible for your finger to miss, even with the heaviest of winter gloves. Lastly, you can't forget the looks, with no cables and sleek design, eTap is a very aesthetically appealing. After careful consideration, I rate this groupset Wishlist Worthy!

Words by Keelan Ontiveros, Smith&Nephew/WestEndBikes racing.

My alarm went off far, far too early. And if it wasn’t my job on the line, I’d have thrown the cat off my chest and the alarm clock out the window. On this day, I was to set out upon the frozen tundra to capture the Kruger’s Cross event via my Cannon EOS60D. I drank copious cups of coffee and head out into the early morning’s first light as my ride picked me up.

Wait, let me back up. I don’t drive a car. I don’t have a car. I have no business driving someone else’s car. My last car was a ‘64  Plymouth Valiant. So, I was going to ride my bike (a track bike) from the Pearl District, on the dangerous 30, over the bridge, and ‘round Sauve Island to Kruger’s Farm for the event. Normally, this wouldn’t be a problem, but it was super slippery and very cold out. ‘Twas not a day for the two-wheeled, single speed vehicle.

So, I got a ride. And, as it turned out, it was SO cold and slippery that we (in a 4-wheel drive jeep) slid around as we traversed through the frozen early morning. We later learned that quite a few riders went down as they rolled to the races from all areas of Portland. And the fog, like the thickest breath of the devil himself. It was tough to see past the front of our jeep. In a few of the photos shown here, you get the idea.

Once there, with our West End tent set up, and with fresh coffee swirling through our frozen bodies, did we begin to warm up.

The first few races were slick, but as the day’s temperature rose a bit (and the sun finally showed up), the mud turned to a thick, frothy paste… perfect Northwest cross conditions. Our support tent was there to help out with broken whips and broken riders. Laughs were had, morale was raised, and new friendships made. Thank you to all who attended the event, all the teams and the riders, it was a perfect day at the racetrack.

As the autumn skies began to darken here in Portland, the Bay Area shimmered with a clear glow of summer. Chronicled here are a visit with a couple of makers that make California special. 

The first stop on the California road trip was Mission Workshop. Founded in a back alley warehouse in 2009, quality American made bags were already in their DNA. Mission Workshop slowly expanded from the back of the house into the beautiful storefront it is today, every bit befitting the bustling harbinger of cool that San Francisco’s Mission District has become. The space is only a small part of the story, from Mission’s humble beginnings offering their take on the ubiquitous messenger bag, the brand expanded as well. Never straying from their design philosophy that Mission Workshop gear is made for rugged outside use with an unassuming urban aesthetic, Mission Workshop offers the best gear and clothing collection we have ever used. 

With their business being the mechanical fusing of fabrics, it comes as no surprise to see Mission Workshop’s collection of sewing machines. A large part of why we are proud to stock Mission Workshop’s gear is their steadfast commitment to American manufacture, save for a few rain jackets left to the experts in Canada and Switzerland, all Mission Workshop components and gear are made here in the United States. 

We would like to thank the Mission crew for their warm hospitality (and cold beverages), especially their shipping manager Pogo, pictured above.

If you’ve ever raced a Single Speed Worlds or been to a hand built bike show, you probably recognize the affable face of Curtis Inglis. A true veteran of the bike building game, Curtis has been building bikes since the early ‘90s.

A unique feature of his shop is this tubing bender, the cornerstone of the Retrotec design. Combining modern materials and geometry with classic swoopy American frame curves, Retrotec was the vision of Bob Seals, whom Curtis apprenticed with beginning 1993. 

By 1996 Curtis took the helm at Retrotec, and also began building bikes under his own name. Curtis has a passion for mountain bikes, single speeds in particular, so much so he hosted the 2008 Single Speed World Championships, with riders from five continents converging in his home town of Napa. 

With the resurgence of interest in the handcrafted bicycle in the late 2000′s and the bike shows that came with it, Curtis’ repertoire broadened. Above are a he and his wife’s cargo bikes that were made for the Oregon Manifest, now poised for deployment at a moments notice. Working with curved tubes surely came naturally with so much Retrotec experience. In addition to being a skilled bicycle builder, Curtis expresses creative outlet by restoring vintage cars, and the smaller they are the better.

Here Curtis and Max take a ride in a Wolsey Hornet that was recovered from a field in England, Curtis and his dad spent the summer restoring it. With tears from California sun and wine in our eyes, the rain beckoned a return to Portland. Thank you to Curtis and Max for the hospitality. 

I’ve been the floor manager at West End Bikes for only a short time, and even in those few weeks, the Sage titanium bicycles we sell have taken too much of my attention. They are beautiful to look at. The damn bikes just call my name, and I didn’t like it. For, you see, I’m a carbon weight weenie through and through. I like my steeds light and stiff, I’m a climber after all. It’s important to me. Those ti machines aren’t my style (jump to the bottom for my  pros and cons for the ultra-fast ending). When us roadies crawl away from climbing hills to die, when we finally admit defeat, we learn to play golf, tell bad stories, and chose to ride smoother, heavier, much more sensible bicycles. Ya know, steel ones. I’m not ready to die just yet and I don’t like golf. Dave of Sage has come in to talk with customers about the titanium beasts that he produces, and I listened. To prove how much I’m still too young and still too wild to ride anything but the most plasticish of whips, I dared Dave to let me ride one of his monstrosities for a full day. He bet me $1000 that I would like the ride quality of his “Skyline” road bike, and since I’m freakin’ loaded (and, admittedly, ridiculous), I took the bet. We spit, pinkie swore and a date was set.

I took the day off, on the only grey (but not rainy) afternoon of the whole week to test out Dave’s metal horse. My favorite 50-mile route with over 6000 feet of climbing takes me past vineyards, surrounded by farmland, canopied in trees as leaves of amazing color fall and crunch under tires. It really is that good, about five hours of pure bliss. The ride starts, right out my door, climbing for four straight miles. No time to warm up or prepare… But let me back up a sec: as a joke Dave had set up the bike with a mid-compact gearing, tougher than my normal compact setup. He also swapped my saddle with one that I had never ridden before. What a prankster.

…but that wouldn’t change my Day. Minor setbacks.

I’m not going to lie, those first four miles of climbing weren’t my easiest. I’m used to sitting on most climbs, riding slowly unless on super steep pitches where out of the saddle dancing takes place. But, as I stood on the pedals, in a tougher gear, out of the seat, swaying back and forth, I found myself in a wondrous and graceful rhythm. And I smiled. A lot. I never smile, it's a known fact. Though the bike was less stiff and not quite as responsive as my carbon one (and, perhaps it shouldn’t be), I didn’t mind. In fact, I don’t remember a time the whole ride that I felt I fought the machine at all. The rear triangle is tight enough, the chain stays short enough, that climbing was very enjoyable and with a great snap. Now, this review could last forever, and though I know you already love my story telling and incredible wit, I’ll spare you from wasting a full hour of your precious time with this. Besides, instead reading about riding bikes, you should be out riding them (jump to the bottom for my  pros and cons). And that’s exactly what I did, for five hours. Steep climbs were only tougher because of the tougher gears, not because the bicycle wasn’t stiff enough. On longer straightaways and rolling runs, the bike operated at a smoothness that I had never experienced. And, when it was time to fly down winding descents at top speeds, the Skyline titanium bicycle did not disappoint. I took corners as fast as I could and leaned the Sage over hard without fear of, well, without any fear at all. I felt totally safe, and not for lack of white-knuckled speed (sorry Mom, I like to ride fast). 

Okay nerds, here are the specs for the day: Dura-Ace mid-compact, 11-25 cassette, Mavic Ksyrium clinchers, Specialized Romin saddle (my new favorite saddle, no really), Thomson seatpost/stem/bar, Enve fork, Chris King bits, Lizard Skin tape… all under 17 pounds with Speedplay pedals and carbon cages. Very, very respectable. I could make the bike a little stiffer for climbing (though unnecessary) and lighter with my 1170 gram Zipp 303 tubulars. And, that’s what I’d change on this build. Ok, I’d also like my easier compact set up too. With this tested bike, I found the perfect blend of stiffness and compliance, punchy on climbs while smoothing out tough patches on the tarmac. Sage bicycles are designed in Oregon and manufactured at the Tennessee-based Lynskey factory… American through and through. And that is very, very important to me as I have cross and track frames being built for me this winter via Moth Attack, also in the US.

Oh yeah, Di2 lovers (like myself) rejoice (!!!):

“The Skyline is compatible with mechanical and electronic shifting systems. For the cleanest routing possible, the Sage Skyline is equipped with our patent pending Cable Clip System (CCS). When mounted, the clip cleanly routes the cables under the down tube, complete with barrel adjusters for on-the-fly derailleur adjustments. For bikes equipped with electric shifting systems, the clip detaches from the frame, providing a wire port for internal routing of the shifter wires.”

Well done Dave, well done. You have made a fantastic, non-carbon (well, the Enve fork is carbon, and quite awesome), racy two-wheeled knife of a bicycle. Oh, and as far as the bet that I wouldn’t like riding a titanium road bike? He didn’t even make me pay up the $1000 for losing. That’s how nice he is. I’m glad I lost; I was proven wrong and had an incredible adventure.

Pros: • Designed and manufactured in the states. • Lightweight and strong. • Smooth where ya want it, stiff where ya need it. • A logo and decals that don't bum out the art director side of me. • Dave is incredibly approachable and agreeable, I find him quite delightful. Cons: • I don’t own one, that’s a problem. That’s a con.

Uncompensated review and photos by Aaron Edge @man_of_multnomah 

Surely one of the most intriguing bikes in our vintage collection is the Cinetica Giotto. This truly unique bike pushed the envelope of bicycle design and manufacture, it was way ahead of it’s time. 

The Cinetica story starts with Andrea Cinelli, son of Cinelli Bicycles founder Cino Cinelli. In the mid 1980′s, Andrea founded Cinetica and sought to create the most advanced race bike the world had ever seen. With the help of the University of Milan and their new Computer Aided Drafting and Design program, Andrea set to work. With the predominant material of the day being steel and the major players betting the future on aluminum, Cinetica took a gamble on the most exotic of materials, carbon fiber. 

With a solid design strategy in place, Cinetica turned to the expertise of the foremost expert in carbon fiber of the day, Ferrari. This exclusively Italian design consortium would not have been complete without the assistance of Campagnolo, who provided valuable insight as well as materiel, such as the investment cast “Cinetica” dropouts.

Offering more than just the layup and molding of these first of it’s kind monocoque bicycle frames, Ferrari also provided the paint. Not just Ferrari red but actual Ferrari paint, and they laid it on automotive thick. So much so, it was common for the frames to develop deep paint cracks while the frame remained structurally sound. One reason for this was the considerable amount of vertical flex achieved by eliminating the seat tube. 

This gave the Cinetica an amazingly smooth ride, yet the carbon construction yielded a torsional rigidity rivaling any “stiff” bike of the day. The forward thinking of the Cinetica was at times at odds with other components, even though the University of Milan thought a seat tube was unnecessary and Ferrari proved it so, the Cinetica still needed to shift chainrings. Thus a rather elaborate appendage emerges from the bottom bracket junction, just to mount the front derailleur. 

Even the fork was carbon, but the effectiveness of the material was limited by headset interfaces. The 1″ threaded steer tube stifled many composite fork designs for decades. This particular fork carries a unique Cinetica design element, Andrea Cinelli’s initials artfully arranged.   

Cinetica was poised to be the bike of the era, were it not for the most unexpected setbacks. Since molding of carbon bicycle frames was such a new concept, a lot was learned from the process, such as how to reinforce the molds. With so much capital invested and molds broken after producing less than 100 frames, the project was shelved and eventually scrapped.