Atlas Mountain Race 2020: Gear Highlights

 

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With a handful of days to go, I’m finally getting around to packing my bike and kit ready for the Atlas Mountain Race. There’ll be a full rundown of how my kit fared in an Atlas Mountain Race Aftermath feature later. Here’s the highlights of both new and tried n’ tested  bivi-gear that I’m taking.

Bivi & Sleeping Kit

My go-to shelter is usually a Six Moon Designs Wild Oasis (Since replaced by the similar Deschutes model). At well under 800gms all-in with pegs, pole & groundsheet it’s roomy for a tarptent and yet packs small. It does however lack guys that can be tensioned and is very dependent on secure pegging. With the Atlas Mountains likely to serve up hard and rocky bivi-spots, the Wild Oasis won’t be ideal. When weight and space are at a premium I’m also a fan of the humble bivi bag. In a Bivi-bag you can set up anywhere, on just about any surface. It’s a boon knowing you haven’t got to chance upon the right spot in order to get your head down.

ALPKIT Hunka XL

I’ve used a number of different Bivi-bags but I always seem to come back to the Hunka XL. The XL sizing gives you the space to fit your mat inside, protecting it from the ground. It also gives your sleeping bag the space to loft and trap more warm air. The Hunka weighs in at under the 500gms Alpkit claim (how novel!) and while it comes with a built in stuff mesh, I prefer to put mine into a 2l dry bag as I can compress it into an even smaller pack size. The simple mummy style might not offer all the protection of other designs but it’s easy to get into, doesn’t feel claustrophobic and the drawstrings can be cinched to seal the worst out!  ALPKIT: Hunka XL £64.99

A shelter as simple as they come, comparisons to a body-bag are not welcome!

ALPKIT Cloudbase Sleeping Mat

I’ve chosen to take the Cloudbase mat with me for two reasons. Firstly, while it isn’t insulated, it is a good 200g lighter than my Thermarest and packs down a great deal smaller. The other reason is that is a lot faster to inflate/deflate. By not having to worry about moisture being trapped inside, there’s no messing about with Schnozzel bags or similar to inflate it. Comfort levels are on a par with similar styles of mats and naturally better than an old foam Karrimat! ALPKIT: Cloudbase £41.99

Light, comfy & quick to inflate.

Mountain Hardwear HyperLamina Spark

The AMR will be the first outing for the HyperLamina so I’m hoping it will live up to its reputation! I’m a fan of down-filled quilts but as I’m opting for using a bivi-bag I’m going to try a synthetic bag as it should perform better if damp. The HyperLamina surpasses lower fill-power down bags and gets close to the performance of premium ones. The Hyperlamina moniker relates to the construction of the Spark, instead of being stitched the baffle are welded, preventing the heat usually lost through stitching. The front zip should make for easier ingress when using a bivi too. It weighs in at under 800g and has a pack size that shames other bags of a similar performance. The bright yellow colour is somewhat at odds with my stealthy green Hunka! The Hyperlamina Spark was discontinued in 2019, the equivalent current model is the Mountain Hardwear Lamina 30F.

Blending the advantages of down but with a synthetic fill?

ALPKIT Airlok Dual 13 Litre Drybag

The Airlok dual is a great design for storing sleeping kit on your bars. Made from the usual dry-bag fabric, its party trick is to have openings at both ends. This makes it easy to squeeze out trapped air and equalise the bag shape so it fits neatly between drop bars. While the dual model does come with webbing straps and hypalon tabs, you’ll get a more stable load using a dedicated harness. The 13l size is the perfect size for the aforementioned sleeping bag, mat and bivi-bag. There’s also enough room for a silk liner and inflatable pillow! Slotted into a Straight Cut Design handlebar harness, it fits comfortably between my 44cm Cowchippers with ample room to spare at the hoods and drops! Alpkit also make a 20L version, handy for winter if your bars have the space! ALPKIT Airlok Dual 13L £12.99

Just the right capacity to cram it all in!

Review: Interflon Fin Super Multi-Purpose Lube

 

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Who?

Interflon make lubricants for Industrial and Food Processing machinery. Among their line up of specialist products is Fin Super,  a multi-purpose lube suitable for cycling, cleaning, lubricating and protecting.

Once applied it leaves a dry film that won’t drip, stain or attract dirt and dust. Luckily for us the weather has run the full gamut of conditions over the test period and we’ve been able to try Fin Super both on and off-road.

What?

Fin Super comes in an aerosol like WD-40. It is made from a blend of Mineral and Vegetable oils and contains Interflon’s exclusive MicPol formula. It seems that MicPol (or Micro-Polarisation) means the lube is attracted to whatever it is applied to. This prevents it being wiped off or washed away easily.

Fin Super has a working range between -43ºC and +170ºC. That’s adventures in the Arctic AND deserts covered then!

Apparently, Fin Super will not damage rubber or plastic so a bit of overspray on your tyres won’t harm them.

By displacing moisture it means there is no water to freeze up in icy conditions. That’s handy for cold rides, or where you finish the day at a bivvy spot!

How?

We tested Fin Super on both 2x and 1x transmissions, on sandy beach rides and typical UK gravel and road riding.

On the beach and dirt rides, we did pick up some debris but nothing significant.

I also used it for a wet and drizzly 200km road ride. Inevitably the chain finished with the usual grey film, but no squeaks or shifting issues.

Once home,  a quick spray and a wipe over with a rag was enough to clear the contamination and leave the chain clean. I also used it to lubricate the derailleurs and pedal mechanisms where it  performed admirably and resisted the build up of dirt and grime.

Summary:

As a lube, Fin Super is easy to apply, resists dirt, and lasts in testing conditions.

It works well on both chains and derailleurs and is light enough for general use and corrosion prevention. This makes it perfect for multi-day rides where carrying several products isn’t practical. One niggle is that the aerosol uses a ‘slot in’ straw which will inevitably go missing if packed for a ride. Interflon tell us they are looking into a more ride friendly dispenser. While Fin Super is among the most expensive chain lubes, there aren’t many that I would also use for other components.

100ml Aerosol RRP £15.00

300ml Aerosol RRP £30.00

 

My Tour Divide, an incomplete record of events!

 

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Oh man, the Tour Divide. What a ride, a dream come true, taking part in the legend and all that. I had great plans to write up my experiences and a couple of technical cock-ups put paid to a detailed account. 12 months on I still have my notes here sat gathering dust so I’ll commit them to a blog, they’ll be disjointed but what the heck.

Friday 3rd June 2016

Flew West-Jet into Calgary, the original plane was grounded so I arrived via stand-ins Omni, could have put me onto a Dakota with a folding chair and I’d have been happy. I’m off to Canada baby! 🙂

It was to be the last flight for my trusty Salsa Fargo cardboard box as I dumped it without ceremony in a Calgary Motel dumpster. Popped into MEC to buy bearspray and endured the obligatory training and signed the waiver. Can’t remember if it was to say that I wouldn’t spray humans with it or I wouldn’t sue if I got eaten by a bear.

Bears weigh heavy on my mind as I pop into Tim Horton’s for a coffee and snack…a bear claw.

Saturday 4th June 2016

Ah, a 5.30 am start and time to put the bike together and breakfast at 7am. Iced water in my bottles and off we go up the 1A towards Banff.
Leaving Calgary is a right faff, the bike paths don’t follow the 1A so I say sod it and join the freeway and hug the shoulder. It’s now Smokey Bears I expect to run into as surely I shouldn’t be riding my bike up here….

To relieve the boredom of the freeway I divert into the the Glenbow Lake park and crucnch some gravel to Cochrane via Glen Eagles (Yes, with it’s own golf course). The Garmin craps out in Cochrane after I’ve ridden about 26 miles, Lord no, please don’t let this be the theme for the next three weeks!

Stopped at one of the oldest churches in Canada for a bit of shade and to take a few snaps. Getting a real Little House on the Prairie vibe.

It’s 80 miles from Calgary to Banff and the emptiness of Canada is soon driven home, past Cochrane I find one Gas Station to buy snacks before arriving in Canmore. It’s also a quick lesson in North American cuisine, bigger is better and there’s no such thing as too much of a good thing.

I decided that Canmore would be my base before the TD kick-off, if for no other reason that it was waaaay cheaper than staying in Banff. I find myself a reasonably cheap cabin to lodge in and enjoy the strolls into town playing gopher spotting.

As suggested by Gabes I seek out some Poutine. Chips, gravy, cheese and bacon, what’s not to like?!

Sunday 5th June 2016

Starbucks has become my Canmore eatery of choice. The staff seem baffled by my request for a pain au chocolat and insist it’s a chocolate croissant. Whatev’s, the wifi is much better here than in McDonalds.

6th June 2016

I move from downtown Canmore into Harvie Heights, even by cabin standards it’s rustic. Still it’s got a big TV and a variety of terrible TV channels to keep me amused.

As the weather looked good I decided that I ought to hit some gentle trails, enough to be fun but not so much that I break myself or the bike before the Grand Depart.

The ride up to Goat Creek was dusty as hell, I ask a chap for directions and it turns out he’s from Halesworth, crazy huh. We ride into Banff together and I tell him about how Suffolk has evolved since he emigrated.

7th and 8th June 2016

Mainly mooched about town and enjoyed the river walk in Canmore.

So goodbye Canmore, next stop Banff and TD butterflies!

Review: Endura Hummvee Shacket

 

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While there’s no doubt that modern riding gear is a boon on a long ride, it can sometimes be a bit full-on. If your day out is going to involve melting into the crowd at the pub , or lounging around at camp, something a bit more relaxed might be what you’re after.

Pretend you didn’t hear the name

The Endura Hummvee Shacket (Shirt/Jacket) fills that niche, a performance riding layer that can pass for a normal top. The fit is a good balance between ride and casual. Compared to the same size in other Endura riding jerseys it is a more relaxed fit, a sweatshirt fits underneath without bursting at the seams. When on the bike, the rear is long enough to cover your lower back. Crucially the sleeves don’t ride up over your wrists, something many bike-specific tops seem to struggle with! The press-stud poppers are a welcome change to velcro that sticks to everything. The downside of of course is that they can let a breeze through.

As far as you can get from a pro-tour jersey plastered with logos!

Two in one

The Endura Hummvee Shacket has a pretty neat party trick. It’s reversible. One side fulfilling the lumberjack plaid shirt casual look, and the other a windproof shell. Sandwiched between the two is a layer of synthetic insulation. The good news is that the patterned side doesn’t look or feel synthetic. To the casual observer it just looks like a cotton shirt. Similarly the windproof shell doesn’t feel cold or rustle against your skin. The check side has a small Endura leather tab on the breast pocket and the windproof shell has stealthy grey-on-grey branding.

Even the zips are stealthy on the windproof side!

Summary

The Endura Hummvee Shacket fulfills the role of the casual/performance role admirably. The insulation is enough to keep the chill off without it becoming a winter only top. When it’s blustery the windproof face lives up to its name and can keep a light shower at bay until the weather clears. Another bonus is the Shacket’s every-day appeal, it’s not just an expensive item that only comes out for rides at the weekend. It’s a great piece of kit.

Find out more about Endura and your nearest dealer at: www.endurasport.com

Salsa Cutthroat: The Marrakesh Express:

 

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As a self-confessed bikeoholic I’m excited by the arrival of any new bike. Whatever the frame material, build spec or price point it’s always good to try a new take on the adventure bike genre. Few bikes however come burdened with the weight of expectation like our latest arrival. This fine looking 2020 model Salsa Cutthroat Apex 1 resplendent in hot pink.

2015’s most exciting new bike “How the hell do I buy one?”

At its 2015 debut, the Salsa Cutthroat was dubbed the ultimate Tour Divide racing machine. A bold claim indeed. The all-carbon construction promised to blend speed with comfort, essential to riders hoping to maximise 18 hour days in the saddle. Getting hold of one was an endurance event in itself. At that time Salsa availability in the UK could best be described as erratic. Fast forward to the present day, and with Lyon Equipment now handling distribution, laying your hands on a Salsa has become immeasurably easier.

Day after day, always ready to be fired over the horizon

All aboard the Marrakesh Express!

In February I’ll be heading out to Marrakesh to compete in the PedalEd Atlas Mountain Race. With 1,145km of broken tarmac, rubble strewn trails, and everything in between, the Salsa Cutthroat will be in its element. The trail from Marrakesh to Sidi Rabat might not stretch as far as the Tour Divide but it’s every bit as arduous. We featured the 2020 Cutthroat release back in October but now we have our grubby paws on one, so let’s take another look.

Woodchippers make way for the Cowchipper!

For 2020 Salsa have chosen to kit out the Cutty with their Cowchipper bars instead of the usual Woodchippers. As the name suggests, the Cowchippers split the difference between the lightly flared Cowbell CX bars and heavily flared Woodchippers. Perhaps as a race bike, Salsa see the Cutthroat as less of a load-lugger than the Fargo, where the wide flare Woodchippers help manhandling a heavily laden bike through the rough stuff.

Are you sitting comfortably?

An immediate upgrade in the form of a WTB Silverado Titanium saddle

At the opposite end, our Cutthroat has received an instant upgrade. The standard 135mm WTB Volt Sport has been replaced with a 142mm Silverado Titanium. The Volt is a great saddle but I find the 142mm width a better fit. The Silverado Ti also features a flex-shell and DNA padding to increase comfort without bulk. In spite of being wider, the titanium rails help shave off nearly 100 grams compared to the Volt.

Pedals & Cranks

Clunk-Click every trip. Secure attachment with iSSi pedals

For the final contact point on the Cutty I’ve gone for pedals from Salsa’s QBP stablemate iSSi. While not a common sight in the UK they have a lot to recommend them. Despite a tough ED coated Cro-mo axle and serviceable triple sealed bearings, the iSSi pedals tip the scales at a mere 300 grams a pair. Sharing the standard Shimano SPD design means sourcing spare cleats won’t be an issue.

Race Face Ride cranks with Cinch Direct mount chainring

Get a shift on

The Salsa Cutthroat is designed around what Salsa call Roadboost. Luckily this isn’t a new standard per se, but a means to combine Road and MTB drivetrains using boost hub spacing. As the SRAM Apex 1 chainset is restricted to a minimum 40t chainring, Salsa have turned to Race Face and spec’d Ride cranks with Cinch Direct Mount rings. This means more choice in chainring sizes than Apex 1 or GRX chainsets in addition to a weight saving! I’d be lying if I said that I was thrilled with the BB92 PF bottom bracket, but I’ll reserve judgement until it has some miles under its belt.

The road mech that likes to get dirty!

As a 1x drivetrain, all shifting duties are down to the rear mech and cassette. For an entry level Road groupset Apex is remarkably well suited to off-road adventures. Featuring a clutch to tame bouncing chains, a handy cage lock to make wheel removal easier, and a wide-ratio 11-42 cassette there’s not much more you could ask for. Rumours abound that Apex will also handle an 11-46 cassette. The elevation profile for the Atlas Mountain Race suggests this might be worth investigating…

Rolling stock

Further Tour Divide cues with Teravail’s Sparwood tyres

Kudos to Salsa for their choice of tyres for the Cutthroat. Speccing parts from another QBP sub-brand isn’t the cop-out it might at first seem. Teravail label the Sparwood as an unashamed hardpack specialist. Resembling an oversized Cannonball gravel tyre, it’s designed to hook-up in the rough stuff without being a drag over smoother surfaces. The variant fitted is both tubeless-ready and features durable nylon-reinforced sidewalls. Paired with WTB’s Serra wheelset (with ST i23 TCS rims) tubeless set-up just required a wrap of tape, valves and glug of sealant. Not a single bubble emerged past the sidewall or rim, and I popped the beads with a regular track-pump!

Not ideal for the conditions but they are quick to clear!

While the Sparwoods clearly aren’t designed with a UK winter in mind, they are more sure footed than the tread pattern would suggest. As an added bonus as soon as you hit a firmer surface the mud is quickly shed.

Room to manoeuvre

Mud clearances on the Cutthroat are without a doubt generous, a product of using the boost spacing and VRS bridge-less rear triangle to maximise space. At the front, 100m suspension-corrected forks feature steel plates designed to prevent abrasion from mud. Even with 2.4″ tyres it seems hard to imagine the conditions that could lead to that being a problem!

Huge clearances around the front tyre

Boost spacing and 1x gearing used to good effect

Next steps

The front triangle on the Salsa Cutthroat is designed to maximise frame bag capacity so inevitably none of my current luggage fits. I’ll be investigating my options and considering Salsa’s own frame-bag against custom-made alternatives.

Stay tuned for the next instalment… Luggage!

Review: Pinnacle Arkose D3 Gravel Bike

 

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The Pinnacle Arkose needs little introduction. Considered a  stalwart of the Gravel scene, it’s fair to say the Arkose was around before  there was a scene! It might not have captured the imagination like the U.S. bikes did, but still has a band of loyal followers. Over the years everyone of us at ADVNTR towers has racked up miles on an Arkose with few complaints. Fast forward to the present and the Arkose range has split into D(irt) and R(oad). The D3 we’ve been testing roughly equates to the old Arkose 4.

Impossible to do justice in a photo, the glitter paint finish is amazing!

Frame and Forks

The first thing you’ll notice about the Arkose is the deep red glitter paint finish. While difficult to capture in a photo, the minute sunshine hits the paint it reflects back a lustrous gleam. The Pinnacle graphics are also rendered in a reflective layer that leaps out in flash photos or the beam of headlights.

Once you’ve got over the distraction of the paintwork you’ll start to take in the neat features of the triple-butted alloy frame hidden behind the sparkles. Starting at the tapered headtube you’ll find a blanked port for Di2 wiring and close by on the downtube, the port for internal cable routing. Often a feature that that causes palpitations for mechanics, there are no such worries on the Arkose. Where the downtube meets the bottom bracket is a large opening that cables protrude through. There were no rattles during the test and changing cables was a breeze. You’ll also find three bottle cage mounts, two in the main triangle and one under the downtube. The triple-mount on the downtube allows you to fit an anything cage or move a standard to a more easily reached position. The top-tube tapers dramatically towards the seat-tube where it meets slender stays.

Works harmoniously with log piles.

Mud clearances at both ends of the Arkose are a big improvement on previous models. While a WTB Nano 40 used to just fit, the D3 comes with 45c Riddlers with room to spare. The bridgeless seatstays remove typical mud-shelves and aid compliance without any drawbacks, the fitment of an optional bracket provides the necessary mount for mudguards. Rack-mounts are also present keeping your options open. Both ends are secured by 12mm thru-axles and slowed by flat-mount brakes. The all carbon fork has a drilled crown for guards and/or lights alongside internal routing for the brake hose and dynamo wiring (if you fit one).

Plenty of space, even with 45mm tyres on the Pinnacle Arkose D3

Drivetrain and wheels

The Arkose hasn’t jumped on the Shimano GRX bandwagon (yet) but sensible choices mean you aren’t really missing out. The front mech and cassette are 105 items, the sweet-spot of performance versus price. The rear mech however is an Ultegra RX800, crucially featuring a clutch to keep chain clatter at bay.

Smooth shifting Ultegra clutch-mech

Another alternative to a 105 component is the Praxis Works Alba M30 chainset sporting 48/32 chainrings. Paired with the 11-34 cassette you get a good spread of gears with a useful boost for climbing or loaded riding at the lower end. For us, the loss in the higher range is a sacrifice worth making. The chainset does use an oversize 30mm spindle but in a BSA threaded BB.

Nothing wrong with the Praxis Works Alba crankset.

The wheelset is a pleasant surprise. Pairing up WTB’s Riddler 45 TCS tyres and ST i21 TCS rims promises as easy a tubeless set-up as you could imagine. Novatec hubs might not set your heart racing but I’d rather see unashamed Novatec branding and model numbers than rebranded hubs. When it comes time to get spares it’ll be much easier to find what you need.

Proper full fat TCS folders, not stodgy OEM treads

As thru-axles rapidly become the norm, we’ve seen some interesting skewers while testing. Maxle style front paired with hex-key rear, hex front and standard QR rear and everything else in between. Kudos then to Pinnacle for fitting probably the best solution, ratchet skewers. Similar in design to DT’s RWS skewers, they don’t need tools and you simply turn the skewers. Once tight the skewers ‘lift’ and can be placed in-line with frame and fork for neatness. Genius.

A small touch but the ‘ratchet’ skewers are top-notch

Finishing kit

The finishing kit on the Arkose D3 is well thought out to get the rider the best bang for their buck. The bars, stem and seatpost are Pinnacle’s own items and typically functional and fuss-free. While it sports an 8 degree flare, the Pinnacle Gravel bar feels road biased in use. It’s not terrible but a touch less drop and a touch more flare would make for more control in the rough stuff. Helping a lot was the quality gel-backed bar tape. The rubber finish meant a death grip wasn’t necessary to maintain control and it didn’t stain or retain mud. WTB are called on again, this time to provide the saddle. What makes a good saddle is a highly personal thing but a 142mm Volt Sport is good compromise in bulk vs comfort.

Pinnacle spent their spec budget wisely on WTB kit

How does the Pinnacle Arkose ride?

With an Evans on every high street, the Pinnacle Arkose must a bit of a plodder designed for the casual rider, right? Wrong. It might be a confident all-rounder but it certainly isn’t slow. We’ve ridden bikes shod with the 45mm Riddlers that feel over-tyred, missing the sweet-spot between outright traction and agility. Despite the big treads the Arkose bounds along on firmer trails, and barrels right through the rough stuff. It’s quick to take a new line when cornering while steadfastly staying on course when descending.

The test period has also seen some truly awful conditions, none of which have held the Pinnacle Arkose back. The drivetrain shifted with Shimano’s trademark reliability despite the sludge that currently pass for trails. Similarly the brakes stayed noise-free and consistent throughout.

Despite the clag, no missed shifts!

Pinnacle Arkose D3 Conclusion

There is a lot to like about the Arkose and it’s clear Pinnacle haven’t sat on their laurels. There’s no weak link or if only it had in the spec and the finish wouldn’t look out of place on some exotica. At £1,300 the Pinnacle represents great value for the performance and refinement on offer. At the time of writing selected Arkose models are on special offer, with the D3 reduced to £1040. It’s a deal, it’s a steal, it’s the sale of the century! It’s also worth mentioning that if your riding favours the rough stuff over buff trails, the Pinnacle Arkose X is available at a similar RRP with wider drop bars, a SRAM 1x drivetrain and 650b x 47mm tyres.