Ergon PC2 Pedal Review

Posted on October 25, 2011 by Jeff Moser

As part of the Ergon Commuter Team, I’ve had the opportunity to ride the Ergon PC2 pedals. The PC2s are Ergon’s ergonomic pedals, combining the convenience of a flat pedal with the efficiency and power of a clipless pedal. While I often commute to work using clipless pedals, I only do so because I’ll be using my bike at lunch for mountain biking on the local trails. For commuting and riding around town though, I much prefer wearing my regular shoes, and flat pedals allow me to use whatever shoes I happen to be wearing that particular day.

Ergon PC2 L(arge) Pedals

Here’s how Ergon describes the PC2 pedals:

A more efficient pedal. Ergon introduces the first flat pedal (or Contour Pedal as we call it) to provide an ergonomic and positive connection between bike and user. The first pedal designed with biomechanics and correct foot position in mind. Advantages are increased power transfer, more control and fewer hot spots and knee complaints. The Ergon PC2 is the first non SPD-type pedal constructed with the ergonomic biomechanical demands of the user as a priority.

Grip Tape pedal surface

Design and Ergonomics

Obviously a lot of thought went into designing the PC2 pedals, not only on how they would function, but the materials they’d be built from as well.

Instead of using a jagged metal cage or studs to keep your shoes from slipping on the pedals, the PC2s use grip tape. Where your shoe meets the pedal, the surface is covered with a rugged anti-slip material made of 3M SafetyWalk. Ergon claims the surface allows for the strong hold of your shoes in all weather conditions, but I’m not certain how they’ll function in the snow. With winter fast approaching, we should find out soon.

The PC2 pedals are equipped with large-area integral reflectors made in co-operation with Busch&Müller in Germany. Reflectors in motion, like on the pedals and wheels, are more visible at night than when mounted in stationary locations.

The PC2 pedals are also equipped with exclusively developed, ultra flat and maintenance free polymer journal bearings made by Igus in Germany. Maintenance free sounds great to me, and I’m eager to see how they hold up over a wet winter.

The pedal body is made of weight optimized high performance composite synthetics. This construction was made in close co-operation with German injection molding specialist Magura.

Old bear trap style pedals = bloody shins

The concave surface of the pedals follows the natural contour of your feet. Look at the bottom of your shoes, and you’ll notice they’re not completely flat. They curve up slightly at the ball of the foot. Your shoe naturally rests on the PC2 pedal with the ball of your foot over the axle of the pedal. This is the best position to transfer power to the pedals, and where conventional flat pedals differ. The ball of your foot tends to be more in front of the axle with regular flat pedals. You get less power transfer this way, and also the potential for knee discomfort.

To compensate for the different foot position, the pedal platform is quite long for full support. This not only increases efficiency, but spreads the weight load over a bigger surface (much like the line of Ergon Grips). Additionally, there are inner stops on the pedals that your shoes rest against. This further helps line up your feet, and keeps your shoes from rubbing on the cranks while pedaling.

The surface of the pedal slopes downward at 6° from the crank to the outer edge of the pedal. This follows the orientation of the forefoot and matches direction of the power that is brought to the pedal. If you sit on the edge of a table and dangle your legs off the end, you’ll notice that the outer edges of your feet hang a bit lower than the insides. These pedals take this natural foot position into consideration. I have a pair of Specialized cycling shoes that use this same design principle, and I find them to be very comfortable.

The inner stop of the pedal is nearly flush against the cranks. Minimal Q-factor, basically bringing your feet closer to the center of the bike, is said to optimize the position of the legs for more power and comfort.

Long and contoured surface

The Test

OK, enough with all the fancy design talk. How do the PC2s actually ride? I’ve tried them on 2 different bikes, using 4 different pairs of shoes. Here’s what I found.

I first installed the PC2s on my On One Inbred single speed. It’s setup as a mountain bike, and it’s also the bike I currently have my Ergon grips installed on. The PC2s replaced a set of cheap plastic BMX style pedals. The first thing I noticed was that my feet went right where they were supposed to be, the contours of my shoes matching up with the contours of the pedals. This placed the ball of my foot right over the pedal axle for maximum power. On the old BMX pedals, it took more care to find the right spot, and often the left and right feet weren’t doing the same thing.

Only my widest shoes would sometimes momentarily catch on the pedal’s inner stop, taking me just a second to adjust my foot over in about the same time it takes to clip into a clipless pedal. All the other shoes I tested, which included hiking boots, sport sandals, and sneakers, were a bit narrower, and dropped right into place on the pedal without any interference or delay. My only real complaint is that the over-sized pedals didn’t quite match the appearance of the rest of the bike. The On One is very minimalistic, including the skinny steel tubing of the frame. It had the look of big pedals on a little bike. Nitpicking.

The second installation was on my long Kona Ute utility bike. This bike came with some narrow bear trap style pedals that have always given me problems. Not only did my feet always feel like they were never lined up properly on the narrow platform, the jagged edges of the pedal were responsible for many a bloody shin. The bike is heavy and long, and my legs often got scraped by the pedals, most often when I was just standing over the bike or moving the bike into a parking spot.

Since the Kona Ute is heavy to begin with, and even heavier loaded with cargo, maximum power to the pedals is really important to get the bike moving. The larger surface area on the PC2 spreads the load out over a wide portion of the foot for great power transfer. Stiff soled shoes are just as comfortable as flexible shoes on the big platform. I use this bike year-round, so it’ll be nice to not worry about what shoes I’m wearing. Sandals or hiking boots, I’ll be ready to roll.

So while on the first test bike I felt like the PC2s were a nice enhancement, the Ergon pedals feel like a significant upgrade on my utility bike. This is where I plan to keep them. The PC2 pedals really transform the way the Ute rides, and the long platforms don’t look at all out of place on the long bike. The smoother surface of the PC2 should also keep the skin on my legs where it belongs.

Bottom Line

The Ergon PC2s are a good blend of comfort, convenience, and efficiency, with attention to detail, construction, and materials.

Compliments the Kona Ute

Installation

Since the pedal body mounts flush against the crank arm, there is no way to use a standard pedal wrench for installation. Instead, an 8mm allen wrench is used at the end of the pedal axle. Clean the threads, apply a small amount of grease to the threads, install the pedals by hand to prevent cross-threading, and then finish off with the wrench. The PC2s come with an extensive manual that includes full installation details and other tips. Don’t forget that the left pedal has reverse threads, i.e. turning the axle counter-clockwise tightens it.

PC2 Pedals and sneakers

More Specifications:

Available in small and large (tested here)
Small (max.EU42 / UK7.5 / US8.5)
Large (min. EU 43 / UK 8 / US 9)
Material: Superlight GFK Composite
Intended Use: Touring, Commuting, General Riding
Maintenance free polymer bearing
PC2-L – 506 grams per set
PC2-S – 444 grams per set
Ergon Website: http://www.ergon-bike.com/us/en/home

Disclaimer: This product was given to BikeCarson.com at no charge for test and review as part of the Ergon Commuter Team campaign. We were not paid or bribed to do this review, and will provide our honest and personal views throughout the entire process.

WTB Bronson 29″ Review – First Impressions

Posted on September 20, 2011 by Jeff Moser

Being a tire junkie, a fan of Wilderness Trail Bikes products, and limping along on tires that had knobs almost worn down to the casing, I was really excited to receive the all-new WTB Bronson 29″ tires for test and review. I first saw the Bronsons at the 2010 Interbike trade show, and even talked to the legendary Mark Weir himself about the new tires. He seemed genuinely excited about them, so I knew if they worked good for him, they’d almost certainly be fantastic for me.

WTB Bronson 29×2.2 – Out of the Box

The Bronsons are named after tough guy/action hero Charles Bronson. This is quite a hefty reputation to live up to. Will the Bronsons make Chuck proud? I’ve only had the new Bronsons out for a few rides on the same trails, but I do have some data and first impressions of these tires that I’d like to share with you.

Mounted up and ready to ride

SETUP

Before I mounted the tires, I put them on the scale. The WTB site has them at 700 grams, and my tires weighed in at 705 and 720 grams. This is pretty close to advertised, and also a surprising weight for such a large, aggressive tire. I mounted the Bronsons to a set of Sun Ringle Black Flag Pro 29er rims, using Stan’s NoTubes sealant to make them tubeless. These Bronsons are not specified by WTB for tubeless use, but they sealed up easily and are holding air just fine. Starting tire pressure was 25psi in the front, 30psi in the rear.

On the trail

ON THE TRAIL

Here’s how WTB describes the Bronson on their Website:

This widely spaced linked tread tire takes charge in a broad range of conditions from dry hard pack to mud. The Bronson’s ramped center knobs roll fast while square-edged side blocks bite tenaciously at lean angles. An open tread pattern makes quick work of muck as low rotational weights keep you rolling faster.

Since the Bronsons have been mounted, I’ve ridden asphalt, soft over hard pack dirt roads, and different flavors of singletrack including soft sand, wet sand, packed clay, and a shale/powdery clay mix. In a nutshell, the looser and nastier the conditions, the more you notice the capabilities of the Bronsons. The tall knobbies really dig into the dry, soft summer trails. Climbing has been fantastic, the tall flexible knobbies grab ahold of everything when it starts to get rocky and loose. It gives you extra confidence when you know the tires will always grip with no wasted energy from a slipping wheel. Cornering traction on the sandy trails has also been phenomenal due to the progressively aggressive side knobs on the Bronsons. The more you lean, the more they bite.

The ramped center knobs and knob spacing of the Bronsons allow the tires to roll fairly smooth on hard pack, including asphalt. Corning on the asphalt though feels a little sketchy when leaned over, as you can feel a little flex from those tall side knobs. While they might not be the best tires for putting in the miles on the asphalt, they do pretty well on the loose over hard pack that you find on dirt roads and double track.

We had a series of rainstorms recently, and I was lucky enough to get in some singletrack while the trails were still wet. The Bronsons were sticking to the wet sand like crazy, and I had an amazing ride that day. I have a feeling these tires will really start to shine when the late Fall/Winter conditions arrive.

Ready for the descent

WEIGHT

I dropped around a half a pound of rotating mass when I switched from my previous tire setup (WTB Weirwolf LT 2.55 front, WTB Wolverine 2.2 rear). At just over 700 grams, the Bronsons feel light and zippy for such a big tire, and I wouldn’t have a problem suggesting them for front or rear use. You could certainly go lighter for a rear tire, but running tubeless, the weight doesn’t seem to bog me down and I’m really enjoying the extra climbing traction.

COMPARISONS

I had a lot of time and many miles on WTB’s Wolverine tires. The Bronsons certainly have a different personality. Bronson casing width/tread width in mm is 52/56. The Wolverine’s is 54/52. While the Wolverine gets its width from its larger casing, the Bronson gets it from the knobbies. The Bronsons aren’t as plush as the larger volume Wolverine, so I’ve aired down a couple PSI to compensate. I’m still experimenting with pressure to find the sweet spot. The shorter knobs of the Wolverine are less flexy, and therefore hook up a little better on the hard pack. This is especially noticeable on asphalt. The Wolverines also roll smoother. The Bronsons are definitely lighter though, and it’s enough of a difference that you can feel it. Tire profiles also differ on these two tires, the Bronson being a bit more round, the Wolverine more square. This slightly changes the lean angle performance between the two tires, the degree you have to lean the bike over to engage the side knobs, and also the air pressure settings required to flatten the tire out for maximum ground contact.

I’ve found that I like the characteristics of both the Bronsons and the Wolverines depending on what I’m doing. I think a hot setup, though, might be a Wolverine up front for a little extra plushness (I run a rigid fork), with the lightness and extra traction of the Bronson in the rear. I’ll probably try this setup down the road after I get the Bronsons out for many more test rides.

Bronson Footprint

SPECS:

Size: 2.2″ x 29″, 52/56 (casing width/tread width in mm)
Weight: 705, 720 grams (published weight: 700g)
Construction: RACE (folding aramid bead, lightweight casing)

This is by no means the final review though. The Bronsons and I are still getting to know each other, and I know I’m not using them to their full potential yet; for example, each turn I do, I think I could’ve leaned the bike over way further than I did. I’m eager to get the Bronsons out on a wide variety of trails, and also see how the perform in the snow, ice, mud, and muck of the winter that awaits us. At this time though, it’s safe to say that Charles Bronson himself would be honored to run these tires on his bike.

Hooking up good in the corners with the Bronsons

More info on the WTB website: http://www.wtb.com/products/tires/29er/bronson29er/

Disclaimer as required by the FTC: This product was given to BikeCarson.com at no charge for test and review. We were not paid or bribed to do this review, and will provide our honest and personal views throughout the entire process.

Ergon GR2 Grip Review

Posted on September 11, 2011 by Jeff Moser

According to their website, Ergon is a bicycle accessory company whose aim is to develop products that offer the best ergonomics for cyclists, which combine the best scientific principles with the practicality of real world usage. Ergon has a fairly extensive line of grips, offering different grip materials, and a variety of different bar ends (including the absence of them). For this test, I chose the smaller GR2-Small for my average sized hands, and also for the subtle bar ends.

Ergon GR2-S

SPECIAL FEATURES AND DESIGN

Effective pain prevention for hand and wrist
Ergonomically correct hand position and optimal pressure distribution
Independently adjustable bar end and grip angle
Available in Small and Large

If you’ve been riding bikes long enough, the Ergons may remind you of the Oakley 3 grips from the 1980s BMX days. Like the old Oakleys, the grip gets wider towards the outer edge, and there is a special area for your fingers to grip. Unlike the simple rubber BMX grips though, the Ergons are made up of different materials throughout the grip, bolt on securely to the bars, and include a bar end.

Ergonomically correct hand position and optimal pressure distribution

INSTALLATION

Installing the GR2s was my first experience with lock-on grips. I’m used to muscling on standard grips, using just enough rubbing alcohol to allow the grip to slip onto the handlebars. The GR2s simply slide right on though without any effort. The trick though is to make sure the grip is all the way on before tightening the one bolt that not only locks the grip to the bar, but also sets the angle of the bar end. Getting the angle right on the grip and the bar end took some careful eyeballing and test riding to find the perfect setting. Once set though, they’re locked in. I didn’t have to readjust the grips once in the test period.

FUNCTION AND COMFORT

Immediately after getting the grips mounted, I pedaled a few feet then wheelied up a couple stairs. The grips “moved”, and I had a brief moment of panic that I hadn’t tightened the bolts enough. It turned out only to be the flex of the “wing” of the grip. It didn’t take long to get used to the flex though, and I started appreciating the extra shock absorption that the wing offers. Additionally, there’s a recessed area on the bottom of the grip where your fingers tuck nicely in. The whole grip really feels good in your hand. Almost like it was made just for you.

I’ve really enjoyed riding around the city with the Ergon GR2 grips, even getting a little excited that I would be riding the bike that had these grips installed. You can definitely feel the pressure from the grip evenly distributed across the palm of your hand, and the flex from the grip adds additional shock absorption. Look at the palms of your hands, and you’ll see that a grip of this shape makes a lot of sense. These aspects are further appreciated when carrying a heavy load on your back. I even got the GR2s out on the Bike Polo court for a few games. In Bike Polo, you need to ride most of the game with one hand, since the mallet is in the other hand. This experience really showcased the comfort of the grip, since all my upper body weight was focused on that one point.

I’m a big fan of alternate bend bars, those with a lot more back-sweep than standard, but the bar ends on the GR2s give me the hand position I’m looking for when I need it. The bar ends are also subtle, unlike the big horns from previous decades. The bar ends come in handy when you need some extra sprinting or climbing leverage, or simply want to switch up your hand position.

Running the GR2s made my 27″ wide bars look and feel even wider. It feels like I could take an inch off the bars, especially when out on the bar ends.

Out on the Trail

PROBLEMS

Eager for my wife to try them, I mounted the GR2s on her Stumpjumper for an upcoming mountain bike ride up at Lake Tahoe. The right grip went on fine, but for some reason, I just couldn’t get the left grip mounted properly. The bar end seemed to be locked in place, but the grip twisted under pressure. I started over to make sure I hadn’t screwed something up, but the problem still existed. It felt like I was pushing the bolt beyond where I should, but I kept tightening anyway. Finally the bolt snapped, rendering the grip useless. This hadn’t happened on the bars I had been using, and after asking around to other Ergon users, nobody else reported similar problems. Perhaps I just had the wrong grip/bar combo. I’m going to see what I can do about getting a replacement part, because I really feel the grips deserve a 2nd chance. And maybe next time I’ll use a torque wrench.

OTHER NOTES

As a safety precaution, Ergon says these grips are not suitable for the use with carbon handlebars. While the grips are friendly to the human hand, there is a lot of pressure at this one bolt on the handlebar.
Due to the bar ends, the GR2 grips are designed for handlebars with little sweep, so if you like radically bent bars, they won’t work.
While the grips slide on easy, it does take some patience to get them setup just right when compared to a standard rubber grip.

WTB Wolverine 29″ Tire – Final Review

Posted on July 19, 2011 by Jeff Moser

Back in November of 2009, I wrote about my initial impressions of the 29″ (29×2.2) Wolverine tire from Wilderness Trail Bikes HERE. I’ve had over a year on the Wolverines now, using them as a front and rear tire, and riding them on all sorts of terrain. Here are my final thoughts on the tire.

Conquering the Mud Hole

Traction

Throughout the year, I got to try the Wolverines in snow, mud, sand, hard pack, and asphalt. These tires handled all these conditions well, making them a great choice for all-terrain applications. The tread pattern of the Wolverine provides plenty of bite no matter what angle the bike is at, from straight up, fully leaned over, and everywhere in between. The tire feels very predictable and confidence inspiring all the way through a turn, progressively biting harder the further you lean the bike over. The squarish profile of the tire further enhances contact with the ground, especially when combined with lower pressures. These same qualities help stop your bike quick when it’s time to brake.

The Wolverines do pretty well on the asphalt as well. I frequently ride my mountain bike on the road to the local trailheads and around town, so having a versatile tire is important to me. You can descend and corner with confidence whether on high speed road descents or just zipping around the city streets.

Snow Print

Rolling Resistance

The moderately spaced tread of the Wolverine allow the tire to roll smoothly without the bumpy knobby feeling of a more openly spaced tread pattern. Because of this, the tire feels lighter than it is. The tread is still aggressive, but the knob spacing works well in all conditions, whether riding through snow, mud, sand, hard pack, or transitioning through a combination of these terrains.

Slippery Singletrack

Fast sandy corner with the Wolverine

Weight

My test tires weighed in at 805 grams and 840 grams. This takes them out of the race tire arena, and puts them into the trail riding category. You may not set record hill climb times with the Wolverines, but it’s still a tire that you can pedal on all day epic rides comfortably. Light enough for climbing performance, large enough for plush comfort, aggressive enough for varying conditions. The new advertised weight is 774 grams, so it looks like WTB was able to shave a little weight off since the first production run. WTB mentioned that they were surprised at the initial weight as well. Running the tires tubeless also helps get the rotating mass of these big hoops down.

Big Casing

On the Tahoe Rim Trail

Durability

I began this review back in the Fall of 2009, and I’ve ridden these tires every week since then. I used the Wolverine as a front tire for several months as I wore out a couple rear tires. I finally ended up moving the Wolverine to the rear to get a “little bit” more use out of it, but I’ve ended up riding it an additional half a year! I can honestly say the tire is done now though. It still corners great, but the center knobs are worn down to the point where it’s slipping on climbs and during braking. It was a great value to get this much use out of a tire. Especially one that works well as a front or rear application.

Amazing traction, front or rear

Good on Epic Rides

Going Tubeless

Although these tires are not part of WTB’s tubeless tire lineup, I’ve ridden them tubeless for over a year with no problems using Stan’s NoTubes Sealant. The tires sealed easily, held consistent air pressure for several days, and have never once had a puncture. They were mounted on On One standard rims for the first part of the test, then Sun Ringle Black Flag tubleless ready rims for the remainder of the test. Dropping extra rotational mass by going tubeless was noticeable. It got the weight into that sweet spot where the wheel accelerates quickly without feeling sluggish. I typically ran the tires at 25psi in the front, and 30psi in the rear. This flattens the tires out nicely for optimal traction with no fear of pinch flats or rim damage.

Traction when you need it most

About Done…

Summary

As a front tire, the Wolverine is fantastic. It’s a perfect blend of traction, low rolling resistance, large volume, and durability. It’s not as plush as the big WTB Weirwolf 29×2.55 LT I’m running now, but the Wolverine definitely has superior traction.

As a rear tire, the Wolverine may be overkill depending on your conditions. With their already larger footprint, 29 inch wheels are not short on traction. The lightly treaded 29″ WTB Nano Raptor I enjoyed last spring and summer hooked up well in most situations, and saved me quite a bit of rotating mass. Switching to the Wolverine in the Fall slowed me down a bit, but it was nice to have more traction in the deep Fall sand and the snow and mud of Winter. Light fast tires don’t buy you much if you’re spinning out when you need traction the most.

I will definitely purchase more Wolverines in the future, especially for front tire applications. They hook up in a wide variety of conditions, roll well, are durable, and weigh in at a reasonable weight for all-around trail riding. Additionally, the large volume casing provides a comfortable ride, floats over the sand and other soft surfaces, and protects the rims well. Highly recommended!

Specifications

Dimensions: 29×2.2″ – 54/52
WTB’s fast-rolling, long lasting 60a durometer rubber
Moderately spaced tread pattern
Weight saving folding Aramid Bead
60 Threads Per Inch (TPI) casing
Weight: Test tires weighed in at 805 grams and 840 grams (new advertised weight is 774 grams)

More info at WTB (Wilderness Trail Bikes).

Brompton Folding Bike Review

Posted on November 29, 2010 by Jeff Moser

Here’s an article by Dan Allison that was originally posted on the Muscle Powered blog. I’ve seen Dan’s Brompton around town, and I was really surprised just how small the bike folded down! We attended a meeting together and I had my huge Kona Ute. I was just beginning to wonder how Dan got to the meeting, when I walked into the conference room and saw the folded up Brompton tucked neatly away against the wall. Here’s Dan’s review of his new folding bike:

Dan's beautiful new Brompton

After thinking about it for more than a year, I finally bought a folding bike. It is a Brompton, probably the best made folding bike in existence, though Bike Fridays seemed pretty good too. I love it, love it, love it.

I’ve only taken one trip with it so far, from Reno to Sacramento and back on Amtrak, and it was a real pleasure. It tucked into the baggage shelf just fine. It folds down to the size of a medium suitcase, so works well for train, bus or plane (at least on Southwest, which is all I fly anyway). I’m going to fly with it for the first time in January, part of a trip to San Luis Obispo for Contra Carnivale. The rest of the trip is on train.

It was great to have a bike while in Sacramento. I rode the American River Parkway one afternoon, got to the conference I was attending (Safe Routes) on light rail and riding, and rode to dinner twice and the grocery store once. I’ve taken my road bike to Sacramento and even San Francisco before, but always had to use the bus to Sacramento because the only way to take full bikes on the Amtrak California Zephyr is to box them.

I’ve ridden a lot around Carson City, and everywhere I go I get compliments or at least comments, which was rarely true on my road bike. Kids especially think the bike is cool, and many ask me if they can ride it.

Though I test drove the bike for a couple of hours last summer, I was unsure about how different it would feel and handle from my road bike. My road bike is a 1971 Motobecane Grand Touring (made in France, 10 speeds, classic steel frame). The weight is not much different, and it doesn’t really handle much different. I lose a little power due to the small 16 inch wheels, and a little to a more upright riding position, but not much. Handling is a bit looser. not a bike to ride hands-free, but it tracks well. And it has fenders and wider tires, so it was no problem to ride it in a few inches of snow this morning.

I bought the bike from Channell Wasson in Palo Alto, who used to be the only US dealer, and the bike is made by Brompton in London, England. Channell spent about four hours with me talking about Bromptons and bikes in general, and I’d recommend him to anyone.

Titec H-Bar and J-Bar Final Review

Posted on October 25, 2010 by Jeff Moser

Back in June, I wrote about my first impressions of the Titec H Bar and J Bar. These handlebars are made with the single speeder in mind, and their swept back design is quite a departure from the typical riser bar found on most mountain bikes. I had the whole summer to try these bars out on a variety of terrain, riding everything from the mountain singletrack above Lake Tahoe to the long desert roads east of Carson City. I took the Titecs out for fast paced lunch rides, long all-day mountain epics, and many commutes to and from work. Here’s the final review of these handlebars.

All Day Epic Riding with the Titec J-Bar

More Comfortable and Ergonomic

I’m on my bicycle five or six days per week. I use my bike to get to work, for recreational mountain biking at lunch, and for getting out of town on weekend adventures. With their many hand positions, the Titec H-Bar and J-Bar allow me a comfortable riding position for any situation I encounter. Whether I’m cruising through the city, negotiating technical singletrack, or tucking into a headwind, it’s all made easier thanks to the design of these handlebars. Multi-hour epic rides are more pleasant with multiple hand and body positions. The 45 degree sweep on the outside of the bars, the area where my hands spend most of their time, feels more natural and relaxed. The natural hand position relieves the pressure on the outside of my palms, so I don’t get pain in my hands early into a big ride.

I’m currently running my bars with a 75mm stem, and it seems to put the bars right in the middle for me. My body is upright and comfortable when climbing with my hands on the backs of the bars, but I can still lean over quite a bit when my hands are placed in the forward position (palms on the cross bar with fingers on the horns).

Greater power output, especially when out of the saddle

Better Handling and Power Output

Riding a single speed mountain bike requires you to get up out of the saddle frequently during climbing. The 45 degree sweep of the H-Bar and J-Bar puts your hands and arms in an optimal position for more leverage and power, making it easier to muscle a taller gear up a steep grade or up and over an obstacle when in a standing position. Additionally, the increased sweep allows you to easier swing the bike back and forth while standing for increased pedaling power.

Better control on climbing switchbacks

I really like carving fast turns with these bars. The wrist position makes it easy to throw the bike over in a turn to get the tires to bite into the ground. I’ve also found that slow tight turns like switchbacks are easier with these handlebars, because my wrists aren’t stretched to extreme angles when the bars are turned far to the left or right.

When descending steep terrain, the rearward position of the H-Bar and J-Bar really helps you keep your weight back for better center of gravity and maximum rear breaking traction. I’ve been able to descend some really steep, whooped out jeep roads with no fear of endos.

Comparison: J-Bar (top), H-Bar (bottom)

J Bar vs H Bar

Due to the short steering tube on my 26″ wheeled single speed, the zero rise J-Bar just didn’t feel right; however, I have plenty of room for adjustment on my 29″ bike. I put quite a few miles on both the J-Bar and the H-Bar on my 29er, and discovered that both bars have their own personalities.

The J-Bar has a 31.8mm clamp area vs. the 25.4 mm clamp area of the H-Bar. The J-Bar is noticeably stiffer and more responsive, especially when standing on the pedals during a sprint or a hard climb. At the same time though, the added stiffness of the J-Bar transmits more trail feedback to your arms. This may not be an issue for someone running a suspension fork, but I found the extra flex of the H-Bar to be a bit more comfortable when used with my rigid forks. When riding rigid, the slight flex of the tire casing, forks, bars, and grips all add up to be your “suspension”.

Superior comfort for all-day epic rides

Grips

I have my bars setup with the Titec foam grips, and wrapped with matching bar tape. Having ridden rubber grips for so long, I wasn’t sure how I’d like the foam grips. I’ve come to really like the foam grips though, finding them to be very comfortable and also providing a seamless transition onto the bar tape.

Although the grips seem to be very durable (as long as you don’t dump your bike in the sharp rocks…), the grips have really started loosening up on the bars after a few months. To keep the grips from rotating and sliding back on the bars, I plan to get some adhesive such as Shoe Goo as suggested by Dan Turner at one of our local bike shops.

H-Bar Out on the Trail

Lights

One problem I have with my On One Mary Bars is that I have problems mounting my light. There isn’t enough room for the clamp near the stem, and it’s hard to get a tight fit at the front bend. I got the H-Bars out on a recent night ride, and was pleased at how well they worked. There is plenty of room for light mounting near the stem, and even though the H-Bar has a slight forward sweep leaving the stem, the beam was focused right in front of the bike. There is also plenty of room on the straight J-Bar for lights, but I haven’t tried them on a night ride yet. My old light mounting system doesn’t work well with the 31.8mm clamp area of the J-Bar, but most modern lights will work fine.

Lights mounted on the H-Bar

Summary

The H-Bar and J-Bar handlebars have become an essential part of my single speed mountain bike. While I could easily swap out many parts on my bike without a noticeable difference, the design of these handlebars is something I wouldn’t want to be without. Many times, switching to something new doesn’t immediately make huge changes in the way you do things. But after getting used to something new, figuring it out and learning how to use it, you often surpass where you started, even wondering how you ever lived without it. This is how I feel about the design of the H-Bar and J-Bar. It even becomes more apparent when I go back to a bike with a standard riser bar. I feel at a disadvantage now when riding my geared hardtail with its conventional handlebars, both in power output and comfort. For those looking to build a single speed or increase the handling and comfort of their existing ride, I highly recommend both the Titec H-Bar and J-Bar.

J-Bar on the Tahoe Rim Trail

More Resources

Although the Titecs can be used with shifters (see my First Impressions post), they really are made for single speeding; however, I notice on the Jeff Jones website that there is now an aluminum Loop H-Bar available. This bar is compatible with all types of shifters, as there is room for the controls behind the cross bar. It seems reasonably priced at $120, but who knows? Maybe Titec will put a version out that is more affordable to the masses.

For further specifications, photos, and opinion of these handlebars, please see my previous posting, First Impressions.

Visit the Titec website HERE.

More info from the original designer at the Jeff Jones website HERE.

Disclaimer as required by the FTC: This product was given to BikeCarson.com at no charge for test and review. We were not paid or bribed to do this review, and will provide our honest and personal views throughout the entire process.

Endura Hummvee Lite Shorts Review

Posted on August 18, 2010 by Jeff Moser

Tight spandex shorts are great for venting the summer heat, but I don’t care to wear them. I prefer baggie shorts that have pockets for utility, and have a fit that is less revealing. Most baggie shorts are two shorts in one, typically composed of a durable outer layer and a thinner liner with a chamois. Wearing two pairs of shorts in the heat of summer though can really store the heat, especially in the area of your body that is doing all the work when on the bike!

Endura Hummvee Lite Shorts

I recently visited the Bike Habitat to pick up some new shorts, and they turned me on to the new Hummvee Lite Shorts from Endura. Just as the names suggests, the Hummvee Lites are a much lighter version of the rugged Endura Hummvees. The outer shell is a lightweight stretch nylon, and there are mesh vents on the hips. The inner liner is also thinner than standard and allows increased airflow to your bicycle’s engine room.

Double Snaps and Adjustable Belt

Even though the Hummvee Lites are lightweight and breathable, they are still packed with features.

FEATURES:

Durable 4-way stretch light-weight nylon with DWR finish
Mesh rear sections for optimal breathability
Front hip pockets
Side cargo zipped flap pockets
Seamfree inseam panel
Fully elasticated waist band with integral stretch belt
Velcro hem adjusters
Reflective logos
Double layer seat
Compatible with all Endura clickfast liners
MSRP: $89

Clickfast Fastening System

The Hummvee Lites come with Endura’s ClickFast snaps. The inner liner easily snaps in or out of the short at the waist at four different contact points. This prevents the shell from sagging below the liner, a problem I’ve had with other shorts. To extend laundering intervals, you can purchase additional liners or use the liners from other Endura shorts you have in your cycling wardrobe.

I’ve had the Humvee Lites out for some hot rides. I do much of my mountain biking around the noon hour, and temperatures can easily climb into the upper 90′s. I’ve found these shorts to be much more comfortable in the heat than the baggies I was wearing, and I’m not ready to tear them off the second I get off the bike. And as I mentioned, I like the baggie styling and the utility of the pockets. The shorts look presentable when off the bike if I have to run into the store or walk through the office at work. I can also carry a camera, key, map, energy bar, or other trail necessities in the pockets, and get to the items easily and quickly when I need them.

Hummvee Lites help keep you cool out on the trail.

The Hummvee Lites come in black and light gray. I have the light gray color. Although they show the dirt more, the lighter color doesn’t absorb as much of the heat of the sun, further adding to the coolness of the shorts.

The chamois feels a bit awkward when walking around off the bike compared to other shorts I’ve tried, but it settles into place just fine when riding and hasn’t caused any comfort issues. I still need to get the shorts out for an all day epic ride to see how they do for the long hauls. With all the cooling features though, I expect them to do well.

I noticed that the Endura shorts run a bit small, and not just the Hummvee Lites. I tried on 3 different models, and found I needed an XL in all of them. Being 5’10″ and 160 lbs, this was a little strange to me. I tried not to get my feelings hurt and bought the XLs. And for the bigger guys that are actually an XL, don’t worry as they come in XXL also.

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