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Going back to companies in desperate need of rationalizing SKUs, scrolling through just jerseys on Rapha's site: Pro Team Ghost, Pro Team Training, Core Jersey, Core Jersey Lightweight, Core Thermal, Pro Team Lightweight, Pro Team Training, Brevet, Brevet Element, Brevet Lightweight, Brevet Windstopper, Brevet Long Sleeve, Pro Team Long Sleeve Lightweight, Pro Team Long Sleeve Midweight, Pro Team Aero, Pro Team Windstopper, Classic Jersey, Pro Team Flaero, Classic Flyweight, Classic Long Sleeve, all of the team replica jerseys and one-offs I'm too lazy to type out. All with 3-12 color options, sizes XS-XXL.

As a roadie/gravel rider and local poor* who shows up to LA fashion show group rides with the old Rapha/old bike combo, this description was 10/10. No notes. *clearly not actually poor by any reasonable metric

When the poors started showing up to group rides in Rapha on last model year's bike, PNS and MAAP were standing by ready to rinse the REAL roadies with even more muted earth tone offerings.

Old post, I know, but figured I'd comment since I've had just about every fork that uses 3 chamber air springs incl a RUNT and just saw this. It's easy to get fixated on the pressures in each chamber, but a critical part of this is the difference in pressures between the two positives. You could have your ramp/IRT/whatever chamber perfect but if your main is too low, then it'll spike and ramp harshly, causing all sorts of issues. The reverse is also true. Having the pressures exactly right in both is less critical than having the gap correct. The...

As others mentioned I would add more pressure to the shock - I definitely find Transition bikes bottom quite easily and most people need to run a bit less sag/higher spring rates than expected. One of those designs where you might have to trade off a little bit of compliance for support and bottoming resistance, but I would keep going higher in pressure to see how it feels. 15-20mm left over in the fork isn't a huge concern, you will almost always use less travel up front and when you stiffen up the shock you might find it uses a...

Get the damper, there is next to no difference. The performance might have different bushings, but if they are not smooth, you can have them calibrated with your next service.

I’ve done some truly dumb shit in my years riding and working on bikes. I like to think I’ve learned something from it. In the early days of tubeless tires and UST I was sent a sample of Slime tubeless sealant to test out. Always a fan of free and still naive enough give most new products a shot I set up my Mavic Crossmax/Hutchinson UST wheel and tire combo with some of the on brand color goop. Everything was great until I left the bike in the back of my Passat wagon one hot afternoon and came out to...

Great question. This might be the best thread on Vital. I have so many to share, but a great one is showing up to a shuttle day with all my riding gear, a change of clothes, lunch, electrolyte drink mix, etc, but I forgot my bike. For everyone else that meant they got a designated full-time shuttle driver that day.

A few years ago, I had a DH tire that was impossible to get on the rim. I busted out 3 metal Pedros levers. Got the son of a bitch on. Could only find 2 levers. Oh well, the garage owns it now. Added some sealant through the valve stem, gave the wheel a spin to spread the sealant, found the lever. Somehow made it into my tire when the bead popped on. Almost gave up biking when I realized I had to take the tire off and re-mount it again.

Riding along and all of a sudden my fork feels like it completely locked up. Gave it one push down on the bars and heard a nasty scraping sound. Thought for a minute that maybe I had come crazy failure of the air shaft or something else inside. Nope! Just the perfectly sized and shaped rock to get wedged between my stanchion and arch. Took some trail-side fiddling but it eventually popped out. I've never seen or even heard of this happening before haha.

The right casing for terrain, weight, and riding style is really important. An often under looked factor is tire pressure. This probably doesn't apply to most folks in this thread, but the gen pop frequently has unrealistic expectations of what tires should be able to do. Such as riding XC casing tires at 18-22 PSI on the front range of Colorado when they're a clydesdale, and then surprised Pikachu face when they pinch flat.

Good grief the new brembo brakes have to be the ugliest things I've ever seen, it makes the mavens look like a piece of art. After looking at my intends, the brembos make my eyes recoil and blast backwards in the brain. There are so many people that work on the development of a brake, can't imagine there wasn't at least one guy that said what in the f is this aesthetic. They could be two times better than my intends at half the price, won't ever put those on my bike

Im just going to comment on the last part. IMO I feel like every single person i've ever met that has complained about Sram brakes I notice they are always brake draggers - which are the same ones who Grip their Grips as hard as possible all the time... then they complain they get sore hands/Arm pump. Im not going to lie, When I first Used The Code RSC brake I used to get sore hands/arm pump alot easier and it wasnt untill I met a really good rider on the Chairlift he just said "do you brake when driving...

Some quick hits on the Vittoria tires I've played around with over the past couple seasons - all XC / Trail stuff I've ridden on my Honzo & Tallboy. All tires are the graphene / 4C compounds that go with the XC (120 tpi) or Trail (60 tpi) casings. I'm not sure if there's a difference between the compounds on each tire though my assumption is that the XC tires get a harder compound than the trail tires. I've got essentially no experience in actual muddy conditions as our trails aren't able to be ridden in the wet. Mezcal XC...