Review: Surly Bridge Club

 

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Fancy a hand of bridge?

I heard about the release of the  Bridge Club back in April and have been itching to ride one ever since. Why?  The Bridge Club has pulled off the trick of not fitting into any of the currently available pigeonholes. It isn’t a Road, Gravel, Mountain, Enduro bike or anything else to be honest. It is simply a ‘bike’. This isn’t damning it with faint praise. Surly have produced a model that slots into all the sections of a Venn diagram.

It came with fast rolling 2.4″ tyres so could handle trails without being a bind on the road. It has clearance for 2.8″ Plus tyres as well as 700 x 47c gravel wheels. In theory wherever you want to go, the Bridge Club will take you. It might not be the perfect bike for the job but you won’t regret riding it.

Pack Rack optional.

The Frameset

Surly have used their ubiquitous Natch 4130 CrMo steel tubeset for the Bridge Club. While not exotic, it comes in five sizes from XS to XL. Each size has custom drawn butting profiles. Inside is an ED (Electro-Deposition) coating to keep corrosion at bay. Outside is a tough powder coat finish. The decals aren’t lacquered so you can remove or replace them without fuss. There’s every chance it’ll outlive you!

Bridge Club is made from Surly’s Natch 4130 cr-mo steel tubing.

Braze ons

Another Surly signature feature is the wide range of braze-ons. If bikepacking soft luggage isn’t to your taste, you can fit front and rear racks or a porteur-style front rack (like Surly’s own 24-pack seen in the photos). Fitting mudguards isn’t a problem either. Neither is going thirsty. With three-pack mount and a pair of bottle mounts on the frame (one on XS) plus a pair of three-pack cage mounts on the fork, you have plenty of options. Speaking of the fork, the Bridge Club takes a straight 1-1/8″ steerer. So don’t go getting your hopes up of fitting a suspension fork easily.

Short headtube, generous stack of spacers. It’s a Surly thing.

So far there are a lot of similarities between the Bridge Club and the Surly Troll/Ogre models. There are however, some crucial differences. Firstly, the Bridge Club does away with the Troll’s cantilever brake mounts and complicated Rohloff compatible drop outs. Alongside thinner gauge tubing, this allows the Bridge Club to drop some weight and allow cost savings against its heavy duty touring stablemates.

Being designed around 650b/27.5 wheels, the Bridge club can accommodate mountain bike plus tyres, but 700c gravel or road tyres won’t look lost as they might on the Ogre. Surly have used a variant of their neat Gnot-Boost trick by setting the rear dropouts at 138mm. They’ll open up to receive 141 QR hubs and clamp down on 135mm regular QR hubs if needed. The fork takes a standard 100mm QR hub.

Finally, the colour, Diving Board Blue  looks fantastic and received plenty of positive comments on the Rapha Prestige. If you prefer to fly under the radar you can also get a Bridge Club in Dark Black.

Loads of space between the stays. As Surly say, Fatties Fit Fine.

Components

Surly bikes usually come with sensible rather than exotic parts and the Bridge Club is no exception.

The drivetrain is 10 speed Sram GX/X5 with a Sunrace cassette to give an 11-40 option. The Sram Blaze chainset uses an Isis BB (remember them?!)This allows a wider axle to give chainring clearance when running those fat plus tyres. It all works as smoothly as we’ve come to expect from a modern drive train.

The Avid brake levers are familiar but this was our first time with ProMax cable brakes. Despite our fears they were surprisingly effective and a good match for the situations the Bridge Club was likely to face.

The seatpost and stem are generic affairs. The Salsa Bend bars with a 17º err, bend, are a highlight and provide a good halfway house between standard flat bars and Jones/Moloko style bars. The grips are black rubber with a file grip, better suited to singletrack than touring, but still comfortable after 90-100km.

Avid cable brakes slow you down, gradually. Good quality cables improve efficiency.

The wheelset is another multi-purpose affair. The WTB STi29 tubeless rims are tough for touring loads and wide enough to support plus tyres. The Riddler 2.4″ tyres are as wide as you’d want for true all round use. Cup and cone hubs will divide opinion but appeal to backcountry servicing types. Most of us would probably prefer sealed bearings.

WTB take care of all the round things with air in the middle.

Normally I’m a fan of WTB saddles but I found the 135mm Volt a bit narrow, the Marin Four Corners we tested had the 142mm version which was perfect. Saddles are a personal thing and it shows 7mm can make all the difference.

Take it to the Bridge

Thanks to Surly supplying the Bridge Club with a healthy stack of spacers and a long seat post, I was able to get comfortable on the Bridge Club. At 180cm/5′ 11″ I was right at the limit of the Medium. As an all rounder, neutral handling was the order of the day. Not so slack it wanders on the climbs and not so steep that it becomes twitchy.

As well as local rides we took the Bridge Club to the Rapha Prestige, Manchester. The 90km route took in city centre roads, tow paths, gravel tracks and Peak District single tracks descents…everything short of a trail centre then! The Bridge Club took them all in it’s stride with no cause for complaint. The only downside was a series of punctures. Our test bike differs slightly from the production model and came with WTB Beeline 2.2″ tyres, instead of the stock WTB Riddler 2.4″.

Innertubes. A thorny subject… Production models come equipped with tubeless ready tyres unlike our test bike here.

For the Prestige we were also able to try the Bridge Club with Surly’s 24 pack rack. Placing all my kit in a dry bag on the front it didn’t affect the handling for the sort of riding the Bridge Club is designed for.

Conclusion

Surly say the Bridge Club was designed to be a sweet spot tourer that’s as at home on the road as the trail, and I’d say they’ve hit that sweet spot. If, for whatever reason, n+1 isn’t an option, the Bridge Club is a great choice. The versatility to run anything from wide road to Plus sized MTB tyres means you’ll be ready for just about anything your ride can throw at you.

Review: Redshift ShockStop Suspension Stem

 

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To some the Redshift ShockStop stem is further evidence that the cycling industry has run out of ideas. The Girvin Flexstem fell by the wayside some 20+ years ago. Why should a suspension stem make any more sense today than it did in the 1990s?

What’s in the box?

Shockstop elastomers. Not Smarties.

As well as the stem itself, you get a comprehensive set of instructions and a set of elastomer inserts.  The correct combination (of elastomers) is determined by rider weight and whether you are using flat or drop bars. Swapping them around is simple and won’t take more than a couple of minutes. It is important to note that elastomer changes must be done with the stem fitted. This allows for the correct amount of preload and prevents damage to internal fasteners.

No one would ever know…

Superficially, the Shock-stop looks just like a normal stem as the suspension mechanism is hidden away inside. The face-plate is a familiar 4-bolt affair so fitting drops or flats is a doddle. As the stem logos suggest you racier types can also run the stem inverted. Depending on length the ShockStop weighs in between 265 and 300gms.

The maximum recommended rider weight is 135kg.

What’s it like in use?

Ride comfort cannot be experienced in this photo. But it is there.

Just like any suspension device ever fitted, you won’t be able to stop yourself giving the Shockstop the futile “bounce test”. As usual it will prove little beyond confirming there is indeed some movement!

Once riding along, the effect of the Shockstop is subtle but it works. I’m not sure which surface is worse, rough and pot holed Suffolk back roads, or gravel byways. Whichever it is, the Shockstop soaks it all up. With only 20mm of travel to play with, you aren’t going to take rock gardens flat out. For your average gravel route with the odd lumpy stretch of singletrack however, it does the job. For steady state pedalling along rough tracks, the Shockstop takes the sting out of washboard surfaces. Spirited climbing on the hoods does lead to exaggerated movements but it’s a muted bounce, not a pogoing effect.

Shockstop Specifications

• Available in +/-6 degree or +30 degree high-rise versions
• +/-6 degree available in 90, 100, 110, and 120mm lengths.
• +30 degree available in 100mm length.
• Includes 5 swappable elastomers (2 pre-installed, 3 additional) to customize the ride feel for your bike, weight, and riding style.
• Effective suspension travel – Up to 20mm (drop bar road bike), up to 10mm (flat bar road bike).
• Minimal design blends with modern road bikes.
• Fits standard 1-1/8 inch steerer tubes Fits 31.8mm handlebars

But the temperature

Elastomer suspension is notoriously susceptible to changes in temperature. Elastomers become firmer when cold and softer when warm. During testing we didn’t experience any issues but then, the UK late-summer and autumn doesn’t see much in the way of radical temperature fluctuations! Redshift acknowledge temperature changes may impact on stiffness. They claim sub-zero conditions are required before you will notice anything. Apparently the elastomers will retain some flexibility at -40º centigrade, in those conditions I’m not sure your suspension will be your greatest concern!

We didn’t experience any durability problems but of course it will take time and miles to properly judge longevity. The ShockStop uses ball-bearing pivots, similar to those in conventional rear-suspension systems in mountain bikes. Redshift say the elastomers have a 3-5 year expected life span and a full set of five (to suit all rider weight and bar combinations) is £10.

Conclusion

While it sometimes felt a little bit like riding with a flat tyre, our experience of the ShockStop was generally positive. For long days out, it cut the buzz on rough surfaces and took the sting out of cattle grids and unavoidable roots on woodland tracks.

At £150 you could say it’s expensive compared to a conventional stem, and it does carry 150 gms or so of weight penalty. On the other hand you have to compare it to its rivals. Suspension forks such as the Lauf Grit or MRP Baxter are significantly more expensive, perhaps excessively capable and for some, the looks are a little too challenging. The Specialized Diverge with its built in Future Shock obviously requires you to buy a whole new bike and you can’t swap the system onto another one! If you want to dip your toe into the water the ShockStop is the most cost-effective way to suspend your bike.

We received our test example directly from Red Shift Sports in the USA but Ison Distribution have since become the UK distributors meaning getting hold of a ShockStop should be a lot easier!

It’s not a monster! Fitting elastomers is as simple as slipping them inside.

Review: Voile Straps

 

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Hailing from Utah,  Voile (pronounced Vo-Lay) started off making straps for skiers to hold their skis together when carrying them. Naturally Skiers aren’t alone in this need, seeking adventure on your bike often means taking kit and attaching it to your bike. So how do they compare to velcro or a nylon strap and buckle? Lets see…

Travelling light tool roll:

For rides where a seat pack or frame bag is overkill I favour the tool roll. Particularly if lumpy terrain means your jersey pockets aren’t up to the task. When you switch bike however, you will need to adjust the webbing and the buckles. The same applies if you add/remove/use something in the roll. It just won’t fit any more!

I found the Voile strap to be far easier to use and just as secure. The strap’s natural stretch tensions it holding the tool roll securely. The strap also has the advantage of not being as susceptible to mud and grit like webbing or velcro. It also won’t pluck at your clothes like velcro. As you can see the Voile strap also held my spare tube without fuss.

Medium loads, dry bag seat pack:

The Voile straps and a tapered dry bag makes a lightweight seat pack alternative, with only by a small strip of velcro for the seatpost. I had to use both straps for this 13L bag.

The straps are made from tough, UV resistant, PU rubber and the buckles from hardened aluminium. The buckle design makes them easier to use ,single handed, than webbing and QR clips, particularly with cold fingers. The only issues I had was when daisy chaining two straps. It was a fiddle keeping them joined  together while tightening the other. This could just be easily solved by buying longer versions though!

It’s a wrap

These are brilliant and versatile pieces of kit. Available in a variety of different lengths and colours, the uses are almost endless. You could attach dry bags to your gear cages or handlebars, secure tent poles, just use your imagination! Quick and easy to use, multi-purpose and they don’t work loose as you ride.

• Orange, Green and Black colour options
• Available in a variety of lengths 15″/38.1cm, 20″/50.8cm, 25″/63.5cm
• Alloy or Nylon buckles
• 15″ £7.50, 20″ £8.00 & 25″ £8.50
• XL version that is 20% thicker and wider

 

Review: Happy Bottom Bum Butter

 

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Hot on the heels (cheeks?) of the Squirt Barrier Balm comes Happy Bottom Bum Butter. Like the Barrier Balm, it doesn’t look like the typical white chamois cream. The tub proudly proclaims the contents are 100% natural and the ingredients list all looks pretty benign. There are a number of claims for the properties of the ingredients, e.g. pain relief, skin repair and so on. It’s beyond our expertise to verify this so I’ll concentrate solely on whether it does the job while riding.

First sensation on opening the tub is the smell, hmm… Nice. It’s not overpowering however, so if everyone in the cafe looks as you walk in, it won’t be the bum butter. It has a thick consistency but is easy to transfer to you know where. An application lasts a days ride and you don’t need to use as much as something like Udderly Smooth. Personally I’ve had no adverse reactions to the Bum Butter and it seems to wash out of your bib shorts without fuss.

Happy Bottom Bum Butter slots nicely in between the Barrier Balm and traditional chamois creams. It doesn’t feel greasy or clammy in use, yet unlike Barrier Balm you won’t have a fight to get it off your hands afterwards. At £17.99 for 100ml it is certainly at the pricier end of the scale but this is offset by how sparing you can be during application. Additionally at the time of writing Charlie the Bikemonger  is bundling a free Brooks multi-tools with Bum Butter which makes for excellent value for money!

Review: Marin Four Corners

 

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Sunshine day dreaming

In the early 90s Marin were one of the most exciting mainstream manufacturers. A product of the nascent mountain bike scene in Marin County, the imagery they used in their promotional material was stunning. By the standards of the time, their bikes were pretty cool too. And when they formalised their association with F1 engineer Jon Whyte, they came up with one of the first really credible full suspension bikes. The world seemed to be within their grasp but they lost contact with the pack, fell off the back and joined the ‘autobus’.

Fast forward to today, and under new management, Marin is producing probably the most exciting and relevant bike range in it’s long history.

Value for money?

As well as mountain bikes, Marin have a comprehensive range of drop-bar bikes suitable for gravel or adventure riding. From the full-blown ‘cross-racing’ Cortina, through to the alloy Gestalt and steel Nicasio all-road bikes, they appear to have all bases covered.

The bike that most caught our eye was the Four Corners. At £850 this sits firmly in budget territory. Having said that, not everyone wants to, or can afford to, splash out thousands on a new bike. We wanted to see whether, despite the lowly price tag, the Four Corners was up to the job.

The frameset is made from 4130 Butted CrMo tubing. Sensibly, wheel size is determined by the frame. The XS and S come with 650b while the M,L and XL with 700c wheels. (The 700c option has clearance for 700×42 tyres).

There are braze ons aplenty! Enough for six bottle or gear cages, front and rear racks and mudguards. At first glance it looks very much like a direct competitor to a Salsa Vaya or Fargo. At £850 though, it is considerably cheaper than any Salsa – at least in the UK.

There is a Four Corners Elite that retails for £2000 but that is way outside the test parameters we had set.

The heart of the matter

Marin dub the geometry Utilitour. This seems to be shorthand for multi surface, long distance,adventure geometry!

The super-long headtube (229mm on our Large test bike) makes for an upright and stable riding position.

The tubing is classic skinny steel without a hint of oversizing or fancy manipulation. Combined with the retro Marin graphics and satin black paint, it is smart looking bike. It almost goes without saying that Marin have sensibly specified a standard threaded BB shell.  Alongside the many other practical features this was almost an obvious choice. The neat welds, downtube gusset and bolt on cable guides are all smart touches, let down slightly by the rather basic stamped dropouts. The Four Corners weighs in at 13.2 kg (29.1 lbs), it’s no lightweight, but neither is it a deadweight!

The use of QR’s front and rear is a little old fashioned but no doubt help keep costs under control.

Clearances around the supplied 42c tyres are good. Fitting mudguards, or slightly bigger tyres shouldn’t give you any problems. Just don’t try and fit any full blown MTB treads.

Unbroken Chain

Apart from a KMC chain, the drivetrain is the much improved, though utilitarian, 9 speed Shimano Sora. It isn’t fancy, it isn’t slick but it does the job reliably. Let’s face it, that is ideal on this type of bike.

Pairing a triple chainset (50-39-30) with an 11-34 cassette gives you a spread of gears from around 25″ to 127″. By way of comparison the 1×11 Bombtrack Hook EXT we recently tested with a 40 x 11-42 gives 26″ to 98″. Ironically, you might find the extra range of the triple drivetrain to be of limited benefit.

Braking is provided by the increasingly popular TRP Spyre-C brakes paired with 160mm rotors. The Spyre’s are easy to adjust and generate decent stopping power – for cable actuated discs. It is easy to see why Avid’s BB5 and BB7 have fallen by the wayside.

Let the good times roll

The finishing kit on the Four Corners is unexciting but perfectly functional. Marin specify 70mm stems for all sizes. Along with the 12º flared bars, this combination puts you in an upright riding position. You definitely don’t feel tipped over the bars!

The handlebar tape is quite rubbery and gives you a decent amount of cushioning.

The WTB Volt Sport 142 saddle was very comfortable.

The wheelset combines black hubs, stainless spokes and unbadged double wall alloy rims. It’s a basic set-up and there’s no mention of tubeless compatibility on either tyres or rims.

The tyres are 42c WTB Resolutes. Our recent test of the TCS Light Resolutes mirrors in our experiences here. Even in the modest OEM puncture protection variety they roll well on smooth surfaces and are grippy and stable in the rough.

Truckin’

So how does the Four Corners work as a complete package?

The utilitour geometry with its high front end instantly puts you into a comfortable riding position. Having said that, it manages not to feel too ‘sit up and beg’. Putting extra power down instantly reminds you that the Four Corners is a steel tourer. If you are content with swift as opposed to fast you will not be disappointed.

The short stem keeps handling pretty lively and the high front end keeps the drops usable for most riding situations. Hit the rough stuff and the Four Corners ‘comes alive’. The traction from the Resolutes and the low gearing means that the bike will get you up most climbs.

On open trails, the relatively large volume of the tyres, the skinny steel frame and forks combine to take the edge off the harshest bumps. On descents you start to appreciate the well balanced riding position. The only thing holding you back on rapid descents is the prospect of a snake-bite puncture or dropped chain through rubble sections.

The high front end has another helpful side-effect, it opens up space for a second bottle cage on the downtube, or the option to forego the cages and use the space for a vast frame bag!

And we bid you goodnight

We’ve really enjoyed our time with the Four Corners, it’s a lot of fun, if not super-quick. It is ideal for touring or commuting duties.

The 9 speed road gearing has the range for adventure riding but precludes upgrading to  a clutch mech.

Tubeless-specific rims should really be standard nowadays. This offsets the plus points such as the WTB tyres and saddle, gel padded bar tape and Spyre brakes.

Lets not forget the asking price. Marin are offering you a complete bike for the price that some brands would charge for a 4130 steel frameset alone!

If you’re on a budget and want a bike to get you out there and back again, you should have a long hard look at the Four Corners.