The 67-mile Mitchell-Service Creek Loop starts and ends in the sleepy hamlet of Mitchell, Oregon (click to enlarge).

Editor’s Note: This post is courtesy of Travel Oregon.

There was barely a soul stirring when I rolled into the tiny hamlet of Mitchell, Oregon, on a damp Tuesday morning. With no cell service, I had to rely on traditional methods of figuring out what the weather was going to do — ask a local. It’d been pouring all morning, and no one likes starting a ride in the rain.

With 67 miles and more than 7,000 feet of climbing through some extremely remote terrain, my time on the Mitchell-Service Creek Loop was looking to be a soggy journey. But I played the waiting game for a couple hours, and by noon the skies began to clear. Time to roll. But not before packing an arsenal of just-in-case gear.

On Highway 207 to Service Creek, you’ll rarely see more than a handful of cars (click to enlarge).

I climbed away from Mitchell on Highway 207, also known as the Journey Through Time Scenic Byway because it cuts a path through ancient rock formations.

For anyone who loves long, peaceful days on a road bike, the Mitchell-Service Creek Loop is a must. Endless views of colorful rock formations offer a stunning visual tale of the Earth’s history. But make sure to bring your climbing legs. There’s a lot of uphill pedaling on this ride.

After a steady climb through high desert dotted with juniper trees, the landscape gave way to verdant ranchland where cattle graze. Around mile 10 you pass the turnoff for Girds Creek Road, the return route that makes the Mitchell-Service Creek ride more lollipop than loop. Fifteen miles in and I’d counted three cars. On the gently winding Donnely Grade descent to the John Day River, the road was mine alone.

The Donnely Grade descent on Highway 207 takes you to the John Day River (click to enlarge).

After descending into a deep rocky canyon, I hit the flattest part of the ride, the bridge across the John Day River at Service Creek. The only other flat section was another couple hundred feet of bridge that crosses the John Day at Twickenham during the return leg. Otherwise, this ride trends up or down. The good news is that the climbs are never too steep. The bad news is they go on for what seems like eternity. From Service Creek, I made a left on Highway 19 and climbed about a dozen miles and nearly 2,000 feet toward the Butte Creek Summit at just under 4,000 feet in elevation. Service Creek Lodge sits at the base of this climb, making it a great place to refuel before the big effort.

The palate of colors along Rowe Creek Road is stunning, especially on an overcast day (click to enlarge).

This long, gradual incline provided plenty of time to appreciate the surrounding geologic wonder. The towering cliffs of ancient rock reminded me of Colorado’s Western Slope, a world apart from the first 10 miles, which resemble the endless ranchlands of the Sierra Nevada foothills west of Yosemite.

After nearly an hour of steady climbing into an alpine forest, I made a left on Rowe Creek Road and was rewarded with an equally long and gradual descent back to the John Day River in Twickenham. The vistas were again stunning thanks to a broad color palate of red, beige, orange, green and even violet courtesy of the blooming roadside flowers.

The Mitchell-Service Creek Loop ride crosses the John Day River twice (click to enlarge).

The next eight miles up Girds Creek Road back to Highway 207 was my favorite part of the ride, winding up a narrow canyon lined with ancient, moss-laden rock that towers several thousand feet above the road.

Girds Creek Road climbs through a tight canyon (click to enlarge).

When I wasn’t staring in awe at the rock formations, I was daydreaming about the frozen pizza and beer waiting for me back at the RV. When the daydream was over, I found myself still climbing, so I daydreamed about how good a hot shower was going to feel. When I was done with that daydream, I was still grunting uphill so I started daydreaming about reaching the top of the mountain and how damn good it was going to feel. But even after that daydream, I was still climbing. Eventually my daydream turned into reality, and was rewarded with an extended descent back into Mitchell.

After 11 miles of climbing out of Girds Creek, the route crests verdant grasslands before descending the final half dozen miles into Mitchell (click to enlarge).

Bottom line, the Mitchell-Service Creek Loop is a challenging day on the bike. There are two stiff climbs, and the downhills are so gradual you still have to pedal to maintain speed. But if you’re not in a hurry – which you shouldn’t be – the descents are perfect for sightseeing. Traffic is light, and with long sight lines, you can literally see cars coming a mile away. If you do see one, wave to the driver. They’ll usually wave back.

An optional dirt road route passes the Painted Hills, part of the John Day Fossil Beds National Monument (click to enlarge).

For those seeking extra adventure and who are not afraid of a little dirt-road riding, cross the John Day River in Twickenham, then go right onto unpaved South Twickenham Road. After about five miles, turn left on Burnt Ranch Road. This sends you right past the John Day Fossil Beds National Monument, home to the beautifully colored ancient mounds of earth known as the Painted Hills.

Check out this summer’s 7 Bikes for 7 Wonders scavenger hunt. We’re hiding seven custom-made bikes around Oregon for someone to find and ride. For full details and rules, please visit traveloregon.com/7bikes7wonders. To learn more about the state and all it has to offer, check out TravelOregon.com.

Red barns are a common sight along the bucolic farmland at the foot of the Wallowas (click to enlarge).

Editor’s Note: This post is courtesy of Travel Oregon.

While refueling my RV at a gas station off I-84 in Baker City, Oregon, I looked across the valley at the towering, snow-capped peaks of the Wallowa Mountains. Baker City is on the south end of these peaks, and I was headed to Joseph, a small community on the north side of the range. There are two primary routes to Joseph from Baker City, the 110-mile run around the northwest side of the Wallowas via the highway, or 90 miles via the southeast route, which is about half forest service road.

I’d have preferred the southeast route, which includes a short detour to the Hells Canyon Overlook above the Snake River. But a portion of the road was closed until mid June, so that would have to wait for another trip.

Not only are the locals friendly, they also have a sense of pride and humor (click to enlarge).

Leading up to this two-week Oregon adventure, Joseph was one of the places I was most looking forward to visiting. Most people have never heard of this small town where everyone greets you with a smile, which isn’t a surprise considering it’s in the furthest northeast corner of Oregon, 320 miles from Portland.

Joseph looks as though Pennsylvania Dutch Country was dropped at the foot of the Canadian Rockies (click to enlarge).

Indeed, it’s a long trek off the beaten path, but it’s well worth the effort. As I passed through the town of Wallowa on Highway 82, the northern peaks of the Wallowa Mountains revealed their full majesty. But it’s not just these scenic peaks that make this area so remarkable; it’s the juxtaposition of endlessly verdant and rolling ranchland planted at their feet. It’s as though Pennsylvania Dutch Country has been placed at the base of the Canadian Rockies.

I rolled up Main Street in Joseph and headed for Wallowa Lake. The roar of the Wallowa River could be heard from miles away, emptying snowmelt from the nearby peaks into this sparkling lake. I was having a hard time believing I was in Oregon. This scene of raw, powerful nature felt more like Alaska.

Wallowa Lake sits above the town of Joseph (click to enlarge).

The namesake of this captivating town is Chief Joseph, who’s famous for his peaceful means of leadership. Despite his tribe eventually being displaced across the Snake River into Idaho, Chief Joseph’s bravery and skill as a humanitarian are legend. His grave sits on a bluff overlooking Wallowa Lake.

Because rain was in the forecast, I started the 40-mile out-and-back road ride to Salt Creek Summit early the next morning. The day started with an easterly run from Joseph on Route 350, a gorgeous, lightly traveled rural road. The combination of endless green fields, dozens of red barns, and the white-capped Wallowas was unlike anything I’ve ever seen.

The climb to Salt Creek Summit is filled with stunning views (click to enlarge).

After a short descent to Little Sheep Creek, I made a right on Forest Road 39, which climbs gradually to Salt Creek Summit. Over about 10 miles, the road rises roughly 1,800 feet, getting steeper the higher you go. The sounds of rushing water from Little Sheep Creek was the perfect soundtrack. After refueling at the summit, the lengthy descent was a welcome respite, as was the smooth, clean road, an unexpected surprise considering the remote locale and recent rain.

During the 40-mile Salt Creek Summit ride you’ll likely see no more than a handful of cars (click to enlarge).

The ride back on Route 350 availed more views of the Wallowas with hardly a car in sight. In fact, over the course of nearly 50 miles, I counted 15 vehicles. Twelve were pickup trucks. Six of those trucks were towing horse trailers. And every single driver gave me a generous berth when passing.

For those seeking a super-sized day in the saddle, instead of turning around at Salt Creek Summit, continue another 27 miles to the Hells Canyon Overlook, making the out-and-back a near century. Just be sure to carry plenty of food and water. This is remote country and services are sparse.

The Redmont and Wagon Road trails have a distinct old-school mountain biking feel (click to enlarge).

For those who prefer mountain biking, Salt Creek Summit is the perfect start point to sample the singletrack on the Redmont and Wagon Road trail networks. The far northern section of Redmont is extremely fun, barely ridden trail that has a distinctly old school mountain biking feel. For even bigger adventures, a local told me about a backcountry ride from the town of Imnaha down to Hells Canyon and back. It was too big an adventure to bite off this trip, but it’s just one of many reasons why I want to get back to Joseph soon.

A handful of copper statues line Main Street in Joseph (click to enlarge).

The Wallowas experience was so much more encompassing than just riding a bike, though. The town of Joseph has undeniable charm, and a thriving art community, featuring two foundries, both of which helped create the collection of copper statues that line Main Street.

Whether driving or riding, a trip to the Snake River Overlook is a must. Same goes for a ride up the Wallowa Lake Tramway. Also be sure to hit Arrowhead Chocolates, known for award-winning espresso and huckleberry chocolate truffles. In the evening, choose from 18 microbrews on tap at Embers Brewhouse.

The town of Joseph has tons of Western character (click to enlarge).

For those seeking more backcountry adventure, Winding Waters River Expeditions in Joseph offers multi-day rafting trips to Hells Canyon. Eagle Cap Wilderness offers more than 350,000 acres unspoiled nature. Add in the world-class fly fishing, hunting and big snowpack winters perfect for cross-country and backcountry skiing, and the Wallowas is a paradise of outdoor adventure towering above an endearing mountain town perfectly preserved in time. I miss Joseph already.

Check out this summer’s 7 Bikes for 7 Wonders scavenger hunt. We’re hiding seven custom-made bikes around Oregon for someone to find and ride. For full details and rules, please visit traveloregon.com/7bikes7wonders. To learn more about the state and all it has to offer, check out TravelOregon.com.

Hood River is one of the world’s greatest locations for wind-driven water sports (click to enlarge).

Editor’s Note: This post is courtesy of Travel Oregon.

As I sit in my RV typing this most memorable ride report, the howling wind along the waterfront of the Columbia River makes my land-bound rig feel more like a boat as it sways bow to stern. Out my window, whitecaps lash the shoreline, trees bend, and windsurfers shoot in all directions. Though this mighty river flows westward to the Pacific, prevailing easterly winds churn its water, making it seem as though it’s reversed flow. It’s no secret that the area has some of the most consistent wind in the world, making the Columbia River Gorge a Mecca for all sorts of wind-aided water sports.

The Columbia River is more than a mile wide in spots with mountains rising high on either side (click to enlarge).

Aside from those powerful winds, the Columbia River Gorge’s sheer enormity commands respect. The river is more than a mile wide in spots, with the gorge rising high on either side. And to cap it off – literally – the majestic, snowbound 11,250-foot Mount Hood looms in the distance. It’s a magical and inspiring place.

Perfect pavement, no cars, and stunning views are abundant along the Columbia River Gorge (click to enlarge).

Typically, I’m not a fan of riding in gale-force wind. But after reading the details of this 50-mile out-and-back route between Hood River and The Dalles on the Historic Columbia River Highway, I wasn’t worried about the conditions. The route included two historic tunnels on an extended stretch of car-free pavement, an exhilarating descent, and a glorious transition from lush coastal foliage to high desert flora. Clearly this was not a ride to be missed.

Mark Hatfield State Park is closed to cars, and even on Memorial Day weekend, it never felt crowded (click to enlarge).

The ride started with a beautiful switchback climb that was accented by bright white painted wooden guardrails. Next came passage through the restored tunnels that used to carry vehicle traffic below a volcanic cliff.

The route continued on Old Highway 30 through the quaint village of Mosier, complete with an ale house, vintage diner, antique store and an old cherry packing facility that looked perfectly preserved in time. From Mosier, the road climbed through numerous orchards and lush fields loaded with grape vines and blooming flowers.

The Rowena Grade descent features perfectly banked turns (click to enlarge).

The day’s best descent came next. Rowena Grade has perfectly banked turns that seem plucked from the Alps or Dolomites, only these corners were built into the side of giant volcanic rock and are lined by beautiful rock wall guardrails.

Rowena Grade is built into a mountain of volcanic rock (click to enlarge).

By the time I hit the outskirts of The Dalles and turned onto the car-free Riverfront Trail, the wind had grown stronger. After a quick refueling stop, I eagerly turned around for the windswept pedal back to the start.

The bright neon colors of sails pop against the deep greens, blues and browns of the Columbia River Gorge (click to enlarge).

When I finally rolled down to the waterfront back in Hood River, windsurfers and kite boarders were whipping around on the water, their neon sails a stunning contrast against the blues, greens and browns of the Columbia River Gorge. Add in airborne waves of beige blowing from a sandbar and the lengthy Hood River Bridge, and it’s a scene that could be enjoyed for hours with a couple cold ones and some good company.

Hood River is rich with culture and brimming with personality (click to enlarge).

In the evening, I strolled Hood River’s vibrant downtown, grabbed a couple of street tacos, had a beer at Full Sail Brewery, and finished off the day with some Mike’s Ice Cream while watching the sun set behind the gorge. It was a perfect day from dawn to dusk.

The route along Highway 30 reminded me of riding through Wine Country (click to enlarge).

The Columbia River Gorge fills all the senses and blows you away with its raw, natural power and beauty. It’s definitely one of the most sense-satisfying rides I’ve ever done. I’ll definitely be back again, but next time I’m going to figure out how to attach a sail to my bike.

Check out this summer’s 7 Bikes for 7 Wonders scavenger hunt. We’re hiding seven custom-made bikes around Oregon for someone to find and ride. For full details and rules, please visit traveloregon.com/7bikes7wonders. To learn more about the state and all it has to offer, check out TravelOregon.com.

The beach along Floras Lake State Natural Area is perfect for fat biking (click to enlarge).

Editor’s Note: This post is courtesy of Travel Oregon.

There are so many gorgeous vistas along the Oregon Coast, it’s tough to truly quantify the scope of the beauty. But for mountain bikers (and any outdoor enthusiast, really), the stretch between Cape Blanco and Langlois is absolute bliss. Thanks to a network of multi-use trails that range from fat bike-friendly sand to loamy forest soil, riding between the breathtaking cliffs of Blacklock Point and the serene peacefulness of Floras Lake was the most relaxing and enjoyable surprise of my two-week journey around Oregon.

In late May, wild iris were in full bloom along the Oregon Coast (click to enlarge).

Although parts of the Coast can get crowded on the weekend, head south to the quaint towns of Bandon, Langlois and Port Orford, and you might have the beach to yourself.

Floras Lake is only a couple hundred meters over a sand dune from the Pacific Ocean (click to enlarge).

Floras Lake State Natural Area lies at the end of a dirt road, and features an RV-friendly lakeside campground. Only a few hundred feet of sand dunes separate Floras Lake from the ocean. It’s an ideal kiteboarding and windsurfing locale, and it’s right next to the 382-mile Oregon Coast Trail.

Pink rhododendron line miles of coastal singletrack between Floras Lake and Blacklock Point (click to enlarge).

I didn’t have a fat bike for this ride, but it wasn’t a deal breaker. Aside from the first quarter mile between Floras Lake and Blacklock Point, a traditional mountain bike does just fine. Once past the sandy shores of Floras Lake, the Oregon Coast Trail turns to singletrack, mixing forest loam bliss with the occasional loose sandy section. The trail has lots of exposed roots, but most are easily rideable, and there are only a few rocks. Add in a gentle gradient, and the Oregon Coast Trail offers two-wheeled fun for the whole family.

A World War II-era airstrip along the way doesn’t see much traffic (click to enlarge).

What made this mellow lollipop loop so special was that it was more adventure than mountain bike ride. Numerous spur trails offer access to scenic ocean views, and the main trail passes a mile-long World War II-era airstrip where you can ride a lengthy stretch of airplane-wing-wide pavement. It’s eerie and awesome at the same time.

The bluffs looking north toward Floras Lake from Blacklock Point (click to enlarge).

About a mile past the airstrip I arrived at Blacklock Point, a stunning swath of land that juts into the sea with sweeping views of the Cape Blanco lighthouse and the coastal bluffs. Wild purple iris bloomed everywhere, as did radiant rhododendrons and the young buds of wild strawberries. Blacklock Point delivers you from a deep, lush forest of Douglas fir, pine trees and ferns onto a green, treeless, rocky bluff.

Stunning vistas abound around Blacklock Point (click to enlarge).

The entire time I was riding the pristine coastal singletrack I felt as if I was doing something illegal. Back home in California, mountain bikes are not allowed on coastal trails this beautiful. But here along the Oregon coast it’s encouraged. And despite it being Memorial Day, I didn’t see anyone on the trail, save for a lone hiker and a couple of dog walkers. They all greeted me with a smile and a friendly wave.

Though hard to spot in this photo, there’s a waterfall the empties onto the beach (click to enlarge).

Returning north towards Floras Lake on singletrack, I came to a bluff overlooking a towering waterfall emptying onto the shoreline. To the north was gorgeous sandy beach tucked against cliffs that gradually gave way to the dunes along Floras Lake. I was blown away.

Floras Lake is a terrific location for kiteboarding and windsurfing (click to enlarge).

After returning to my RV, I sat and drank a couple Oregon-brewed beers, watched a small group of kiteboarders harness the wind, and dreamt of this magical place’s many possibilities. Windsurfing and kiteboarding the lake; fishing, surfing and swimming in the ocean; mountain biking or trail running on top of the bluffs; fat biking along the coastline; and finishing it off each evening with a sunset beach barbeque. Floras Lake left an indelible mark on me. It’s a blissful place to disconnect from everyday life and embrace the spiritual power of nature. I’m already making plans to return.

Check out this summer’s 7 Bikes for 7 Wonders scavenger hunt. We’re hiding seven custom-made bikes around Oregon for someone to find and ride. For full details and rules, please visit traveloregon.com/7bikes7wonders. To learn more about the state and all it has to offer, check out TravelOregon.com.

For a 70-mile ride with more than 6,500 feet of climbing, start at the south entrance of Crater Lake National Park (click to enlarge).

Editor’s Note: This post is courtesy of Travel Oregon.

There’s a distinct feel to riding a bike through a National Park. The road surfaces are excellent, there’s no roadside trash, and it’s as if the entire forest within park boundaries has been perfectly manicured. It also seems like every National Park I’ve visited has a grand processional road leading to the main attraction. Zion, Mesa Verde, Grand Canyon and Yosemite all stretch their borders well beyond the main attraction, helping build anticipation. Crater Lake is no different, its 17 pristine miles of road connecting the park’s southern boundary to the world famous lake.

Crater Lake is the deepest lake in North America and ninth deepest in the world (click to enlarge).

Though the word crater leads some to think an asteroid created this giant water-filled hole, Crater Lake was actually formed by a massive volcanic eruption. Before the eruption and implosion, the mountain was known as Mount Mazama, which is believed to have been about 12,000 feet tall.

As devastating as the 1980 eruption of Mount St. Helens was, it was a polite dinner table hiccup compared to the fulminant hurling of magma at Mount Mazama. The eruption covered the Pacific Northwest in two feet of volcanic ash, and created the deepest lake in North America and ninth deepest in the world.

Even in a below average snowfall year, towering snowdrifts lined the East Rim Loop (click to enlarge).

Though Crater Lake had below average snowfall last winter, there were still towering snowdrifts at Rim Village. I was concerned the East Rim Loop Road might be impassable. East Rim typically opens to vehicle traffic by Memorial Day Weekend, so being there a week early was a bit of a gamble. With the lake level just above 6,000 feet and the loop itself undulating between 6,400 and 7,700 feet, weather in mid-May is often unpredictable.

This photo has not been manipulated. The water really is that blue and smooth (click to enlarge).

Fortunately, on the day of my ride temperatures hovered in the low 40s and low cloud cover gave way to partly sunny skies. There was just enough sun on the north side of the lake that I was able to get a sampling of the world renown water clarity and otherworldly emerald blueness. I live near California’s Lake Tahoe and marvel at its Caribbean-like colors, but not even Emerald Bay compares to the stunning blueness of Crater Lake. The color — and entire scene — is inspiring with sheer thousand-foot cliffs dropping straight off the edge of the road to lake level.

Riding a bike up a volcano is a unique experience. It starts with a long, gentle gradient through lush and loamy forest, eventually giving way to a barren, rocky moonscape. The spin from the south entrance of Crater Lake to Rim Village is about 17 miles, but it’s just a friendly appetizer before the main course on the Rim Loop.

Totaling 33 miles and more than 3,500 feet of climbing, the Rim Loop ride is by itself a challenging but attainable day on the bike. For diehards looking for extra saddle time, riding from the Park’s southern boundary to the lake and back ups the ante to nearly 70 miles and 6,500 feet of climbing.

You get a great vantage of Wizard Island from the West Rim (click to enlarge).

My jaw must have dropped at least a dozen times each during the ride around Crater Lake. The views are far too powerful to put into words. Crater Lake must be seen to be fully appreciated. The water’s absolute glassy stillness perfectly reflects the towering snow-capped peaks that surround the lake. Honestly, even photographs don’t tell the whole tale. Only the naked eye can fully embrace this natural wonder. Centuries ago, young Native Americans would embark on solo vision quests to the lake in search of spiritual guidance. During my casual ride, I felt I was on a vision quest of my own.

Thankfully snow removal crews had been hard at work up until the day before I rode East Rim, just barely making the road passable (click to enlarge).

Beyond the power of the lake, the power of the surrounding mountains and cliffs force awareness and respect. Sections of the East Rim Loop road are cratered with evidence of fallen rock, and considering the ice and snow melting off the trees and cliffs during my ride, I made sure not to loiter for long in any one place.

Springtime snow and ice melt occasionally unleashes falling rock, which pocks the East Rim Loop road (click to enlarge).

As far as when and how to do the Crater Lake Rim Loop ride, here are two pieces of advice: If possible, ride it during a period when the road is closed to cars and do it counter-clockwise from the Visitor’s Center about three miles down from Rim Village. By riding counter-clockwise, you starts with a steady climb and get all mind-blowing views in the second half of the ride, finishing with a swoopy grin-inducing three-mile descent back to the Visitor’s Center. Riding when the road is closed to cars allows you to fully focus on this natural wonder.

If you cant get there before the road is fully open, the National Park Service is hosting biking/hiking-only days where 24 miles of the East Rim Loop will be closed to cars on September 19 and 26. And honestly, even doing this ride when the road is open to cars is a true bucket list cycling experience.

Check out this summer’s 7 Bikes for 7 Wonders scavenger hunt. We’re hiding seven custom-made bikes around Oregon for someone to find and ride. For full details and rules, please visit traveloregon.com/7bikes7wonders. To learn more about the state and all it has to offer, check out TravelOregon.com.

Grinduro brings together the best parts of a gravel grinder and an enduro (click to enlarge). Photo by John Watson – The Radavist

From the folks who put on the Downieville Classic and the Lost & Found, the Sierra Buttes Trail Stewardship (SBTS) is launching its third bike event called Grinduro on October 10 in Quincy, California. Sponsored by Giro Sport Design, SRAM and Clif, Grinduro takes the best parts of a gravel grinder and an enduro event and mashes them up into a two-day festival in the Sierra Nevada mountains filled with gourmet food, free camping, live music, a handbuilt bike show and art show with some of the industry’s most talented names.

Entry fee is $200, which includes two free nights of camping at the fairgrounds (RV hookups are extra), a catered breakfast, lunch and dinner on Saturday by celebrated chef Chris DiMinno, beer from Sierra Nevada and wine from GRIP and Dunn Vineyards.

As the very first event of its kind, Grinduro will feature four timed segments over a 60-mile loop with 7,500 feet of climbing and a Gran Fondo-style mass start from Quincy. Because placing will only be based on the four timed segments, just like an enduro event, Grinduro promises to be a great day on the bike with friends, socializing in between moments of pain and glory. The course features a mix of surfaces including dirt, gravel and pavement, with the highlight of the course being the last timed segment of the day; a ripping 3,000-foot singletrack descent down the new Mount Hough Trail back into Quincy.

The event features a 3,000-foot singletrack descent off Mount Hough (click to enlarge). Photo by John Watson – The Radavist

The most common question people are asking about Grinduro is what kind of bike will be best. Although the course was designed with cyclocross bikes in mind, a lightweight rigid mountain bike would also work great. The trails around Quincy are fast, fun and flowing much like trails in Oregon. But that’s not to say there are no rocks. There definitely are. Tubeless tires and disc brakes are highly encouraged as there are rockier sections and long descents, one of them that trends downhill for nearly 30 miles. I will personally be riding a cyclocross bike with 35c tubeless tires, hydraulic disc brakes and yes, a dropper post.

For those who’ve never visited, Quincy is a quaint logging town of about 5,000 residents in Northeastern California set right at the transition between the Northern Sierra Nevada and the Southern Cascade Range, a town that’s home to more than 50 new miles of multi-use singletrack on the Mount Hough/South Park Trail System, built by the SBTS on land managed by the Plumas National Forest, Mount Hough Ranger District.

Grinduro will showcase this burgeoning region with not only world-class riding, but also with world-class catered food and live musical acts. The event will be held at the Plumas-Sierra County Fairgrounds, home to the famous High Sierra Music Festival.

Continue to page 2 for more info on the inaugural Grinduro. »

The final timed segment of Grinduro was a 3.5-mile singletrack descent on Mount Hough Trail (click to enlarge). Photo by Dain Zaffke

I haven’t had much fun with drop bars in the past decade, because in that time, the progression of technology has made riding mountain bikes so much more fun. But in the last couple years, some of that technology has trickled over to road and cyclocross bikes. Hydraulic disc brakes and tubeless tires are among the most significant improvements that make riding drop bar bikes more fun.

So when the inaugural Grinduro was announced last spring, my interest was immediately piqued. I am a huge fan of the enduro racing format where participants can get both their social and competitive desires met. And putting that format into a gravel grinder setting seemed like a no-brainer. Grinduro would be the very first event of its kind.

The mountains surrounding Quincy, California were the perfect host for the inaugural Grinduro (click to enlarge). Photo by David Smith/@dustybermshot

When longtime writer and former pro road and MTB racer Joe Parkin approached Dain Zaffke of Giro Sport Design with the idea of a Grinduro event, they immediately started scouting potential international locations. But according to Zaffke there was really only one place for the inaugural Grinduro – the Lost Sierra. Home to legendary terrain like Downieville and newer discoveries such as Mills Peak Trail in Graeagle, the Lost Sierra region of California is a hidden gem of riding for mountain, ‘cross and road bikes.

Greg Williams of the Sierra Buttes Trail Stewardship worked with Giro to pull off yet another world-class event (click to enlarge). Photo by Dain Zaffke

When Zaffke approached the mastermind behind the Downieville Classic and the Lost & Found Gravel Grinder – Greg Williams of the Sierra Buttes Trail Stewardship – about holding Grinduro in Graeagle, Williams had an even better suggestion: Quincy. Depending on who you ask, Quincy, California, is known for one of three things: nothing, logging, or the High Sierra Music Festival. However, Quincy has a fourth thing it will soon be known for — more than 50 miles of world-class singletrack courtesy of the U.S. Forest Service-Mount Hough District, which is serious about helping foster an outdoor recreation destination.

Thanks to Grinduro, “Shuttle Dropper Cross” is now a thing; getting a shuttle to the top of the mountain with your ‘cross bike (click to enlarge).

Completed only six months ago by the Stewardship, Mount Hough Trail is a masterpiece 11-mile, 3,800 vertical foot singletrack descent where speeds can reach 40 miles-an-hour (on a mountain bike, naturally). Thanks to Grinduro, “Shuttle Dropper Cross” is now a thing: when you put your dropper post-equipped cyclocross bike on the roof of a shuttle van, jump inside and get driven to the top of Mount Hough Trail. Unlike the rocky rowdiness of nearby Downieville and the Lakes Basin region, Mount Hough is smooth enough to be ridden by all skill levels — even on cyclocross bikes. As proof, the final timed segment in Grinduro was the last 3.5 miles of singletrack down Mount Hough Trail. Just make sure to carry two inner tubes and a patch kit.

The author rode an Ibis Hakkalügi cyclocross bike with a dropper post and tubeless WTB 40c front, 35c rear tires to a 2nd place Men’s 35+ finish (click to enlarge).

After pre-riding the final segment down Hough on my Ibis Hakkalügi, I immediately questioned why I didn’t bring a lightweight rigid mountain bike. Zaffke reassured me that the other three timed Grinduro segments were far more cyclocross friendly. Segment 1 was a grueling one-mile fire road climb. Segment 2 was a ripping 6.5-mile dirt road descent with speeds approaching 50 miles-an-hour. And Segment 3 was a six-mile rolling road segment that gave a significant advantage to cyclocross bikes.

Continue to page 2 for more from the first annual Grinduro »

Whyte Bikes is a new brand in the U.S. with a consumer direct model (click to enlarge).

Lowdown: Whyte Saxon Cross Team

Thanks to the advent of disc brakes and tubeless tires, cyclocross bikes are now more capable and comfortable than ever before. This added capability and comfort has also given rise to a new genre of cycling – gravel grinding. While a gravel-specific bike shares almost the same geometry as an “American-style” cyclocross race bike – lower bottom bracket and a slightly slacker head tube angle – gravel bikes differ in that they offer more clearance for tires as wide as 40mm.

But U.K.-based Whyte Bikes has a different idea of what an ideal cyclocross/gravel grinder bike should be, as demonstrated by the Saxon Cross Team. Although Whyte is a household name across the pond, they’ve been a virtual unknown in the U.S. until last fall when they officially launched their consumer-direct sales model. Featuring a slack 70-degree head tube angle, longer top tube, low bottom bracket height and super short chainstays, the Saxon Cross Team shares more geometry measurements in common with a hardtail mountain bike than a cyclocross bike. Although the numbers look appealing for trail duty, let’s see if the numbers actually translate on the trail.

Stat Box

Frame: 6061 Triple Butted Aluminum	Bars: 440mm FSA Gossamer compact
Fork: Straight blade carbon, 100x15mm thru-axle	Stem/Seatpost: Whyte 90mm alloy / 30.9mm alloy
Sizes: 52, 54, 56, 58cm	Wheels: Easton ARC 24mm UST, Whyte alloy hubs
Headtube angle: 70 degrees	Tires: Maxis Mud Wrestler 33mm
Wheelbase: 1055mm (56cm)	Axle spacing: 100x15mm front/135mm QR rear
Chainstay length: 415mm	Weight: 19 pounds
Drivetrain: SRAM Force 1x (38t/10-42)	Price: $2099 (now on sale for $1,679)
Cranks: SRAM Force carbon	Rating: 4 out of 5 stars
Brakes: SRAM Force hydraulic, rotors 160mm f/r

Review: Whyte Saxon Cross Team

There is one thing you can definitively say about the 6061 Hydroformed T6 Aluminum Whyte Saxon Cross Team: It’s different from any other cyclocross bike I’ve ridden. But unlike the Whyte PRST-1 mountain bike of 15 years ago that looked completely wrong, the Saxon Cross Team looks completely right. Slack head tube, long top tube, low bottom bracket, short stem, shallow drops, routing for a dropper post, huge tire clearance; the Saxon Cross Team is a cyclocross bike on steroids. Forget gravel grinding, the Saxon Cross Team is made for yet an even newer drop-bar phenomenon called Grinduro; where gravel grinding meets enduro.

Slack head tube, shallow drops, short chainstays, dropper post routing and low bottom bracket make the Saxon Cross Team a trail slayer (click to enlarge).

One of the most attractive aspects of Whyte is their increasingly popular consumer-direct sales model, providing buyers with a solid value. The Saxon Cross Team retails for $2,099, but at the time of publishing, the bike was on sale for $1,679. It’s an especially good deal when you consider the bike comes with full SRAM Force 1×11 drivetrain and hydraulic disc brakes, including carbon fiber cranks and levers.

The Saxon Cross Team weighs a somewhat portly 19 pounds without pedals (click to enlarge).

Whyte is able to pull off such a great value thanks to combining its consumer-direct model with house brand components including saddle, seatpost, stem and hubs. But what really helps the Saxon Cross Team shine are the 44cm FSA Gossamer shallow drop bars for a nice, semi-upright body position when in the drops, and the 24mm internal width Easton ARC rims that are actually marketed as 29er mountain bike rims. The Easton ARC hoops provide a wider tire profile for better traction and lower tire pressure without rolling the bead under heavy cornering.

Shallow FSA Gossamer drop bars provide a semi-upright position good for trail riding (click to enlarge).

Ride Impressions

As soon as I swung a leg over the Saxon Cross Team, the slack head tube, long top tube and short stem immediately made this bike feel unlike any other cyclocross bike I have ridden. Make no mistake; this is not the bike you buy if you’re looking for a light and quick scalpel for traditional cyclocross racing. The slack front end of the Saxon Cross Team is better suited for aggressive trail riding and long days in the saddle on dirt. But just because it has a slack front end, don’t assume this bike is a slow turner; it most definitely can snap around a turn thanks to short 415mm chainstays.

The author riding Clear Creek Trail near Carson City, NV (click to enlarge). Photo by Rick Gunn –
soulcycler.com

I took the Saxon Cross Team on a number of trail rides, including a ride up Peavine Mountain near Reno that is generally too rocky and loose for most cyclocross bikes. On steep uphill sections, the slack front end definitely required a little more weight shift to keep the front wheel from coming off the ground, but once pointed downhill, the bike was entirely comfortable carving singletrack normally reserved for mountain bikes.

Continue to page 2 for more of our Saxon Cross Team review »

Every Squid Bike is custom painted by its owner (click to enlarge).

This brightly painted, punk rock looking cyclocross bike from Squid Bikes has been getting a lot of attention at the Sea Otter Classic. People are asking who painted it, how it was painted and where they can get one. Turns out, this bike was custom painted by its owner.

In fact, every Squid Bike is custom painted by its owner, which is what makes the company so unique. Rider owned by a crew of fun­loving folks from Sacramento, Squid Bikes sources handmade alloy frames from legendary builder Ventana Cycles in cantilever or disc brake and traditional 135mm QR or 142×12 through axle design with room for up to 40mm rear tires. The frames are then sold to the customer as a raw blank slate. Squid calls the model their Rattlecan DIYFS (as in, do it your f*cking self), and encourages its buyers to get creative with the paint.

Squid calls the model their Rattlecan DIYFS (as in, do it your f*cking self). (click to enlarge)

Squid has also developed a partnership with Spray.Bike, a company from Greece that manufactures acrylic rattlecan paint perfect for this sort of program. Available in a range of neon colors, Spray.Bike will take the color schemes of Squid Bikes to the next level of punk rock, in-­your­-face awesomeness. Squid Bikes has come up with a great idea, combining a high quality frameset with creative inspiration for a completely unique ride.

For more info visit squidbikes.com and spray.bike.

This article is part of RoadBikeReview’s coverage of the 2016 Sea Otter Classic in Monterey, California. For more from Sea Otter CLICK HERE.

A dropped driveside chainstay helps clear cyclocross and road cranksets with a narrow Q­-factor while still being able to run the 2.1” wide mountain bike tires (click to enlarge).

One of the most interesting drop bar bikes we spotted at the Sea Otter Classic was the U.P. (Unbeaten Path) from Open Cycle, a bike loosely defined as “gravel plus.”

But the Open U.P. is more than a gravel bike. Not only does it sport attractive lines thanks to a nicely executed monocoque composite frame and fork, but the bright orange rig is extremely versatile, able to run 700x28c road wheels, a 40c cyclocross tire, or even 2.1” mountain bike tires on 27.5” wheels with either traditional 135mm or 142×12 through axle hub spacing.

The frame can handle 700x28c road wheels, a 40c cyclocross tire, or even 2.1” mountain bike tires on 27.5” wheels (click to enlarge).

To keep handling tight, the U.P. sports short 420mm chainstays, making its tire size versatility even more impressive. Many comparable gravel and cross bikes have longer chainstays that can’t nearly fit as wide of a tire as the U.P.

A dropped driveside chainstay helps clear cyclocross and road cranksets with a narrow Q­-factor while still being able to run the 2.1” wide mountain bike tires. Full internal cable routing keeps the frame’s appearance clean, while a multi-stop design allows for 1x, 2x, and Di2 shifting setups. Four sets of rivet nuts (two inside the front triangle, one on the top tube and one under the down tube) allow for multiple water bottle mounts and anything else for big adventures.

Frame and fork retail for $2900. It’s available in S, M, L and XL (click to enlarge).

Bottom line, upon first impression the Open Cycle U.P. is an extremely well thought out bike, and for those in search of a single drop bar bike that can do many things well, it’s definitely worth a look. Frame and fork retail for $2900. It’s available in S, M, L and XL.

More information at opencycle.com/up.

This article is part of RoadBikeReview’s coverage of the 2016 Sea Otter Classic in Monterey, California. For more from Sea Otter CLICK HERE.

This simple, clean and easy-to-use stand takes advantage of bikes equipped with hollow bottom bracket shells (click to enlarge).

Colorado-based Feedback Sports is known for making high quality bike stands, trainers and home bike storage solutions. And the company’s most recent acquisition certainly wont change that.

Expanding its storage offerings, Feedback recently acquired Scorpion Stand, an outfit that makes a simple, clean and easy-to-use stand that takes advantage of bikes equipped with hollow bottom bracket shells. You can read our full review and see the stand in action here.

The Scorpion retails for $70 and is available in a number of colors including black, green, orange, yellow, red, and pink (click to enlarge).

Feedback saw a natural match with what Scorpion Stand was doing and decided to acquire the company, now calling it the Feedback Scorpion. The Scorpion retails for $70 and is available in a number of colors including black, green, orange, yellow, red, and pink. Scorpion Stand has been a hit with buyers all over Southern California, where the company started. But Feedback was surprised to discover how unaware most riders outside of Southern California were about this clever product.

For more info visit scorpionbikestands.com and feedbacksports.com.

This article is part of RoadBikeReview’s coverage of the 2016 Sea Otter Classic in Monterey, California. For more from Sea Otter CLICK HERE.

The C13 is the first carbon rail saddle offering from Brooks. They also make a variety of high quality cycling bags. (click to enlarge)

Celebrating its 150th anniversary this year, Brooks was in business before the modern bicycle was invented. Many cyclists are familiar with the classic Brooks riveted saddle designs, which gave birth to the term “on the rivet.” The Cambium line blends that classic Brooks aesthetic with a high-performance saddle, perfect for those in search of a classy, stylish perch for their modern high-end road or cyclocross bike.

The C15 features an attractive die-cast aluminum frame with tubular steel rails (click to enlarge).

The C13 ($229) is a 259-gram carbon rail wonder that has been extensively tested by former pro racer David Millar. It features a vulcanized and waterproof natural rubber top for all day comfort, suspended over a one-piece braided carbon frame and aluminum rivets, staying true to the Brooks tradition. The C15 ($175) is a more affordable option, trading carbon for die-cast aluminum frame structure and tubular steel rails for long-term durability. For a wider saddle profile, the C17 is also available. Both C15 and C17 are available in a carved option, which cuts out the center of the saddle for slightly more give and support. The C15 weighs in at 405 grams.

The C15 Carved provides more give and comfort with a cut-out center (click to enlarge).

We took a C15 Carved saddle for a spin around Fort Ord on mixed terrain and found the saddle to be immediately comfortable, and unlike some other high end saddles, took no time to acclimate to the saddle’s ergonomic design. The Cambium line is an ideal saddle for those avid cyclists who want high performance, comfort, and classic good looks from an iconic brand.

More info at brooksengland.com.

This article is part of RoadBikeReview’s coverage of the 2016 Sea Otter Classic in Monterey, California. For more from Sea Otter CLICK HERE.

The Fitbit Surge claims to be a super watch, but while it’s super as a watch, heart rate and GPS inconsistencies need to be addressed.

Lowdown: FitBit Surge Fitness Watch

According to Fitbit, the Surge is designed to be a fitness super watch, bringing together all-day activity tracking, onboard GPS, smartwatch functionality, and FitBit’s proprietary PurePulse wrist-based heart rate tracking. Thanks to a combination of all these features, the Fitbit Surge is reportedly the No. 1 selling GPS watch in the U.S. But does its best-selling status mean that it’s capable enough for serious cyclists? Read our review to find out.

Stat Box

Display: Touch screen monochrome LCD	Wristband: Flexible elastomer with steel buckle
Battery Life: Up to 10 hours depending on use	Colors: Black, blue, tangerine
Charge time: 1-2 hours	Sizes: Small, Large, XL
Wireless sync: Bluetooth 4.0	Price: $250
Water resistance: Up to 5 atmospheres (not swim proof)	Rating: 3 out of 5 stars

Review: FitBit Surge Fitness Watch

The FitBit Surge seems to be a jack of all trades, master of none. Yes, it has GPS tracking capability, but I am convinced data points such as elevation gained are inaccurate. For instance, on one ride I know involves more than 4000 vertical feet of climbing, the Surge reported 2250 vertical feet. As far as distance, it was accurate.

A proprietary charge cable can be problematic if the cable suddenly disappears as cables often do.

The LED wrist-mounted heart rate monitor function with FitBit PurePulse technology is also less accurate than other heart rate monitors I have used. At resting heart rate or light workouts, the Surge was spot on. However, anytime the workout intensity was cranked up, there were noticeable inconsistencies. While in the heat of a full-on anaerobic effort, the Surge said I was at 155 BPM, but I know from experience that my lactic threshold heart rate is in the mid-180 BPM range.

For the most accurate heart rate performance, Fitbit recommends wearing the Surge further up the wrist. And it should be worn “snug” but not too tight. I tried following these tips but still found heart rate to be inaccurate at peak workout levels.

Although these two core functions of the watch didn’t live up to expectation, receiving text messages on the watch from my phone always came through. But honestly, I wear the watch to track GPS and workout data, not to receive messages from friends while I’m grinding up a giant mountain. But others may appreciate that. To each their own.

It can control music through the Bluetooth connection with your smartphone. But again, I’m wearing it to work out, not jam out.

Admittedly, I prefer to use my laptop computer over my smartphone when downloading rides to Strava. So it was cool to see a wireless USB dongle that could connect the Surge with my computer. However, after spending nearly an hour of my life playing with both devices, resetting them numerous times, both wirelessly and with the proprietary cable, I ultimately gave up on trying to connect the Surge with my computer and just downloaded the smartphone app for Fitbit and Strava, both of which synced without issue. I still don’t know what the issue was…

Although easy to use, the Surge app interface seems geared more towards casual fitness folks versus serious athletes.

The other aspect of the FitBit Surge that’s troublesome is its general consumer-focused smartphone app interface. Based on challenges like “Weekend Warrior” and “Workweek Hustle”, it’s clear that the Surge is geared more towards non-athletic people trying to become more fitness oriented than it is geared towards serious athletes who regard exercise as a de-facto, every day ritual.

Congratulating me on taking 10,000 steps in a day or climbing 200 floors is like that super bubbly friend who compliments you on everything you do, no matter how unremarkable it is.

Some criticize the Surge for being big and bulky, but its size didn’t bother. I do wish I could get it wet, though. Although FitBit Surge is water resistant to 5ATM (about 160 feet), for whatever reason it can’t be worn in the water. Huh? A watch that’s supposed to be geared towards athletes should be at least water resistant enough to be worn in the shower, something Fitbit also recommends not doing. I’d take significantly fewer features on the watch if I can wear it without always having to think first before ever approaching liquid.

Continue to page 2 for more of our review of the FitBit Surge fitness watch »

The Haanjo EXP brings together modern frame geometry and materials with classic drivetrain capability.

Lowdown: DiamondBack Haanjo EXP

When I opened the box and got a first glimpse at the DiamondBack Haanjo EXP, my eyes lit up and a big grin emerged. In an age where everyone is pushing 1x drivetrains, DiamondBack went out on a limb and took things old school, spec’ing a carbon frame and fork with 3x up front, 9-speed in the back, and the piece de resistance, bar-end shifters. Blending a tried-and-true drivetrain with modern materials and frame geometry, on paper it seems the DiamondBack Haanjo EXP (short for “expedition”) is suited for a huge range of riding duty, including a four-day, 150-mile bike packing shakedown test across the Sierra Nevada. Read on to learn how the bike performed on the trip.

Stat Box

Frame: DB Carbon, Endurance Geometry	Brakes: TRP Spyre disc 160mm rotors, TRP levers
Fork: DB Carbon 1.5” tapered alloy steerer	Handlebar: DB X-Durance 8-degree flare, 31.8mm
Cranks: Shimano M591, 48/36/26t	Stem: DB X-Durance +/- 7 degree rise
Front derailleur: Shimano Deore M591	Saddle: DB Eldorado
Rear derailleur: Shimano XT M772, 9-speed	Head tube angle: 71 degrees (size L)
Shifters: Shimano Dura Ace BS77, 3×9 speed	Chainstay length: 430mm
Cogset: Shimano XT M770 11-34t	Sizes: S, M, L, XL
Chain: KMC X9	MSRP: $2300
Rims: HED Tomcat Disc tubeless ready	Weight: 21 pounds (w/o pedals, set-up tubeless)
Hubs: 142x12mm rear, 12mm front thru-axle	Rating: 5 out of 5 stars
Tires: Schwalbe Smart Sam, 27.5×2.1”

Review: DiamondBack Haanjo EXP

Putting old school bar-end shifters on a brand new bike, especially a carbon one, is no doubt a big gamble. But the product manager at DiamondBack should big up him or herself, because in my opinion the Haanjo EXP is a stroke of genius. It’s designed for bike packing and multi-day backcountry adventures, and anyone who’s ever packed 25 pounds of gear on a bike knows that having 3x front shifting is a must. They also know that bar-end shifters don’t interfere as much with front packs and are more durable than integrated shifter/brake levers.

But why 9-speed instead of 10-speed? For one, 9-speed is less expensive. Also the bar-end shifters play nice with the Shimano Deore XT rear derailleur. Besides, with 3x up front, 10-speed really isn’t necessary.

//www.youtube.com/watch?v=9BlhFFTFZzk

But there’s added detail to the Haanjo EXP that makes it even more appealing: Mounts for fenders and racks, internal cable routing, three bottle cage mounts, and even Di2 electric shifting compatibility, not that you’d need it with bar-end shifters. The frame design is also well thought out, featuring a taller head tube and longer wheelbase than a traditional cyclocross bike for increased stability at speed, especially when loaded with gear.

An attractively designed composite frame and fork with olive green color scheme is well suited for this adventure rig.

The dark olive matte paint scheme is also a nice touch, classy and understated while looking rugged and tough, like a human-powered Land Cruiser set up for overland adventure. There is no big fanfare or bright pastel colors, the Haanjo EXP gets the job done without drawing undue attention to how awesome it is. Those who know a good bike when they see one will be immediately drawn to the Haanjo EXP.

Even with 25 pounds of gear on the bike, the Haanjo EXP could still reasonably rip down Pioneer Trail near Nevada City. Photo by James Adamson – dropmedia.tv

There couldn’t have been a more fitting torture test to sort out the Haanjo EXP than doing a four-day, 150 mile bike packing trip across the Sierra Nevada, featuring nearly 15,000 feet of climbing. That’s exactly what Eric Porter, James Adamson, and I did back in early June, following the historic Henness Pass Road wagon route across the Sierra. The route in California included a mix of smooth, fast fire road between Verdi and Jackson Meadows, some stellar singletrack in Forest City and along the Pioneer Trail east of Nevada City, and rocky 4×4 roads with hellishly steep pitches in and out of the Middle and South Forks of the Yuba River.

Continue to page 2 for more of our review of the DiamondBack Haanjo EXP »

The enhanced Litespeed Gravel is a versatile titanium drop bar bike handmade in Tennessee.

Litespeed has been in the titanium game almost since the very beginning, offering cyclists extremely high quality and high performance American made titanium mountain, road, and cyclocross bikes. After launching their T5 Gravel bike a couple years ago, Litespeed has made some refinements to its original design, dropping the T5 name and simply calling it the Gravel.

The Gravel can accommodate either 700x45c or 27.5×2.1 tires/wheels.

The numerous enhancements to the new Gravel are highlighted by increased tire clearance for either 700x45c or 27.5×2.1 tires. The new Gravel also features integrated rack and fender mounts in the frame and carbon fork, a third bottle mount on the down tube, and a top tube storage mount. The headtube length is slightly shorter while maintaining more aggressive quick handling geometry with a 72-degree head tube angle (size M/L) and 430mm long chainstays.

Custom machining of the flat disc mount show off the quality construction of the Gravel.

Other highlights include front and rear thru axles, a flat post rear disc brake mount that’s been precision machined to save weight, and titanium cable stops on the head tube that can be removed depending on whether selecting a 1x or 2x drivetrain. The Gravel is also Di2 compatible and has internal cable routing. Its larger diameter seat tube can even accommodate a dropper post.

Dropouts are also made by Litespeed in house.

The frame will be available in five sizes (S, M, ML, L, XL) and availability will be mid to late May. Pricing is unchanged from the T5 Gravel, with the new Gravel priced at a reasonable $2475 for frame only, and full build with Shimano 105 starting at $4425, a solid value considering it’s made in the USA and backed by Litespeed’s longstanding reputation for quality.

A top tube storage mount is another nice feature that’s perfect for long rides and adventure travel.

For those in the market for a handmade American titanium drop bar bike that can serve virtually all riding purposes, the Litespeed Gravel is incredibly versatile and an outstanding value, easily swapping duty from road to cyclocross and from gravel to fully fledged adventure bike.

More information on the new Gravel can be found at litespeed.com.

This article is part of RoadBikeReview’s coverage of the 2017 Sea Otter Classic in Monterey, California. For more from Sea Otter CLICK HERE.

The new Flight Jacket and Field Jacket glasses featuring Oakley Advancer anti-fog technology.

Legendary eyewear manufacturer Oakley showed up to the Sea Otter Classic showing off several new products geared specifically to cycling, including the new Field Jacket and Flight Jacket sunglasses. The big innovation on both new models is the Oakley Advancer, a little tab that sticks out between the nosepiece, and when flipped down, the lens pushes away from the nosepiece for better venting to prevent lens fogging.

The Field Jacket on display at Sea Otter in a number of frame and lens color options.

Simply push the frame back towards your face and the nosepiece moves back close to the lens. The Oakley Advancer is a very clever feature, especially handy for those who sweat a lot or ride in humid conditions that often fog up lenses. The Flight Jacket features a frameless top for even more air movement, while the Field Jacket is fully framed and is compatible with prescription lenses. Both models come with replaceable ear pieces.

The Flight Jacket features a frameless top for even more air movement.

Incorporating Oakley’s Prizm lens technology that’s impact resistant with 100-percent UV protection, both the Flight Jacket and Field Jacket enhance color, contrast, and detail to highlight hazards in the road or dirt that might otherwise not be seen.

The Oakley ARO3 helmet is designed for road and cross-country MTB use, and is currently worn by pro racer Geoff Kabush.

Another new product recently launched by Oakley is the ARO3 helmet, already used on the professional cross-country mountain bike circuit by Geoff Kabush. The ARO3 is highly ventilated with large cooling ducts as well as MIPS technology and a low-profile BOA closure system.

The Flight Jacket sits perfectly in the new Oakley helmet line.

Of course, one of the big questions with any helmet is how well does it hold sunglasses, especially Oakley sunglasses. Oakley designed the ARO3 helmet to accommodate their shades either right side up or upside down, molding slots into the inner sides of the helmet so the earpieces sit flush in the helmet and don’t dig into the skull.

The Field Jacket can be placed right side up or upside down in the new ARO3 helmet.

The Oakley booth was bustling all weekend.

For more information, visit www.oakley.com. And if you are interested in prescription models California-based SportRx carries both the Flight Jacket and Field Jacket. This article is part of RoadBikeReview’s coverage of the 2018 Sea Otter Classic in Monterey, California. For more from Sea Otter CLICK HERE.