chris@canootervalve.com

Own It

 Bikes, E-commerce  Comments Off on Own It
Mar 272012
 

A while back I was on a kick about small retailers making and owning their own content. I never read my own posts (too many typos, and I hardly ever agree with myself in retrospect), but I’m pretty sure I’d been talking about independent bike dealers getting their shops on the Internet–however they can–and leveraging the great content they already have. Almost every shop is filled with people who race, and many of them also have interesting hobbies. The percentage of bike shop employees and hangers-on who dabble in music, film or writing tends to be considerably higher than that of the local bank or accounting firm, and, even if your particular crew seems to have little talent–maybe, particularly if you have little talent (have you seen what goes viral these days)–you should be creating content to identify your brand.

And your patron saint in this endeavor should be Red Bull, a company that seems to’ve spent five dollars creating a beverage and millions upon millions in marketing it. Consider this recent FastCompany article about Red Bull’s Media House. Media House is the content production wing of Red Bull, a 100,000-square foot building in Santa Monica, California that lets Red Bull basically bypass traditional marketing channels and go directly to their end users. Media House represents one of the first and most significant changes social media and direct contact has wrought on the world of conventional marketing. Why buy an ad during the Superbowl or blanket billboards when you can spend a reported $2-million creating your own film, The Art of Flight and use it to market your product directly to your users?

Oh, and you can also get them to pay for it.

According to FastCompany, The Art of Flight has topped more than one of iTunes’s sales charts for a week, selling for $10.

That’s right. Red Bull is actually selling us their advertising. And we’re buying it.

This isn’t because we’re stupid (though I guess that’s debatable), but because it’s really pretty amazing. If you’re in the bike industry, you know what I’m talking about: mind-blowing, downright inspirational acts of skill with everything from rally cars to trials bikes, captured on film and expertly pieced together into something amazing.

And they didn’t just happen to accumulate this content. Realizing they were basically selling a new, even nastier kind of soda, Red Bull and other “energy drink” companies started hoarding content immediately. Dietrich Mateschitz, who started Red Bull reportedly saw marketing as equally important to the product. If not more important.

Media House managing director Werner Brell is quoted in the article:

Whenever we did any event, or signed an athlete or executed a project, everything has been put on film or photographed. Stories have been told. It’s part of the DNA of the brand.”

Red Bull is likely to be a $500-million dollar company this year. On the scale at which a company of that size operates, their in-house marketing department poses a unique threat to conventional marketing companies. Mostly because it’s so much better.

I’ve been unfortunate enough to sit through multiple marketing, web-development, and countless other “creatives” meetings, and the standard method for dealing with a brand’s content usually goes something like this:

Marketing Guy: So then you provide us with the deliverables, your content, and we will turn it into something incredible, blah, blah, trust us.

Brand X: But what does that mean exactly? We’re struggling to make the content ourselves?

Marketing Guy: Partially that’s because you lack our Shitwad 4000 CMS system, which is based on hot new Photoshop-like web app technology that most hardcore programmers wet themselves laughing at and will be obsolete by the end of the year.

Brand X:: What?

Marketing Guy: Did I just say that out loud?

Brand X: Yes.

Marketing Guy: Ha, ha. I was just making sure you’re listening. Let me show you the work we did for Pepsi creating that awesome sans-serif custom font again, and then let’s critique that logo you drew yourself one last time.

Brand X: Uh, OK.

Marketing companies aren’t in the content game. They’re in the content container game. You know who’s always ultimately responsible for the content-driven success of a company? The company.

Any small business in existence should be capturing all the content it can and making as much of it available to end users as possible. I think bike shops are uniquely positioned to make this happen. Unlike Red Bull, you don’t even have the added inconvenience of a product nobody actually needs. You sell bicycles. Bicycles kick ass. Own your content.

Forgiveness Marketing

 Bikes, Swine  Comments Off on Forgiveness Marketing
Mar 262012
 

That’s the “Ferrari” of electric bike maker EH Line’s current lineup, the unimaginatively named “Street Racer.” According to Gizmag, it weighs about 35-pounds, has a top speed of 28mph under its own power, and costs just under $10,000. I mention it here only because some of you heavy embrocators out there may one day find a new High Tech Fred bridging up to you aboard one of these, and I’m sure he’ll want to talk. Sure as robots taking over the world and yearly Spiderman movies, the clash between whatever it is we consider “cycling culture” and motorized bicycles is coming, so you might want to start sorting out your opinions.

Speaking of hot new commuting rides and robots taking over the world, I’m pretty sure that if I ever caved to the joys of electric assist, I’d go all in.

As Seen on TV

Anything good enough for Carrie Brownstein is good enough for me. As marketing goes, the best thing about Portlandia product placements is that the show itself goes out and looks for weird Portland-made stuff–though it still pales in comparison to the best product placement ever seen in a TV show.

But the latest trend in marketing has yet to show up in the bike industry. Mostly, it’s still in beta testing by companies like Belvedere Vodka, that recently posted the image of a smiling man grabbing a panicked woman from behind with the title, “Unlike some people, Belvedere always goes down smoothly,” on the company’s Facebook page.

Yes, that really happened, and–as is the way with this hot new guerrilla marketing technique–Belvedere then issued an immediate apology, donated some money to a related charity, and sent out the obligatory bullshit “well, I never” letter from President Charles Gibb, which went like this:

It should never have happened. I am currently investigating the matter to determine how this happened and to be sure it never does so again. The content is contrary to our values and we deeply regret this lapse.”

While Mr. Gibb investigates–a process he certainly makes sound more laborious than the President of the company picking up a phone and saying, “I want the fucking idiot who posted a rape scene on our Facebook page in my office by this time tomorrow holding a box of all the shit in his cubicle”–the public apology has certainly made the rounds.

At least in the new viral marketing landscape, charities stand to do pretty well, positioned as they happen to be to receive considerable mea culpa money. As the saying goes, better to ask forgiveness than permission–especially when it comes to brand exposure. Once the next marketing hotness goes mainstream, I suspect we’ll see all sorts of crimevertisement hybrids, from date rape video product feature condemnations from Budweiser and Abercrombie and Fitch, to McDonald’s wild viral success, “World Vomit Day!” and the record-setting “Cannibalism Apology” following a new Pizza Hut topping rollout.

It’s going to be an exciting time to be a consumer.

I Believe I Can Fly

 Bikes, Gadgets  Comments Off on I Believe I Can Fly
Mar 232012
 

Brompton Butterfly

For as mellow a winter as most places had, Spring seems to be out of the gates strong this year, with April Fool’s day apparently being celebrated far earlier and longer than usual, and almost more glorious madness than a chronicler of such things can manage.

By now you (and nearly five million other people) have to’ve seen the dude who created bird wings that briefly got him airborne.

Except that they didn’t, the whole thing being a really elaborate hoax perpetrated by one Floris Kaayk, an artist in the Netherlands. Apparently Kaayk (which I believe would be the ultimate name for the first automobile bike rack from IKEA) really did intend to inspire people, but also to conduct an “experiment about online media.” Whatever that was, seemed like it worked. Hoax or not, why do I suspect kids in the Netherlands will be flying to school while we’re still taking our kids to school in these?

In the interest of full disclosure, in the past I did alternate picking my daughter up from school on the bike with picking here up in this.

In my weak defense, it was supposed to be the company car for my original bike company, Asylum Cycles (big wheels, get it?), and Tall Dan the Mechanic and I had converted it to run on veggie oil, but what it really ran on was wads of burning cash. Also, the doors rarely closed properly, and trying to accelerate hard to slam the door shut while my daughter teetered precariously six feet above the ground, giggling uncontrollably, definitely made an impression on the other parents at the school. After the Mog, they even gave me extra room when I showed up on the bicycle.

(Owning a ’77 Unimog was maybe the best and worst thing in my life.)

At any rate, it’s getting more and more difficult to tell the true stories from the jokes. Consider Nokia’s patent on vibrating tattoos. Hard to imagine why Nokia’s lost so much market share.

But arguably the most unbelievable of all recent news has to be the return, at age 46, of troubled bike fabricator and world record setter, Graeme Obree and the latest bike he’s created for the attempt.

As is his way, Obree built the bike he’ll use to contest the hour record out of basic bike parts and plenty of stuff he found himself around the house. Yes, in the age of using wind tunnel testing to shape carbon fiber structures for maximum aerodynamics, Obree is coming out of retirement on a Reynolds 653 steel frame he cobbled together with a combination of classic components, stuff he modified with a grinding wheel, and parts he literally whittled himself. You really should go check the full bike out at Cyclingnews.

Between Merckx riding through his entire career with a life threatening heart condition–then shrugging off the news once he found out–to Obree’s well-documented struggles and obsessions, if there seems to be a pattern to my recent ramblings about the true characters of cycling, it’s not an accident. This is mankind at our most self-deluded and absolutely magical, and I’m certainly pulling for Obree again. The thing is, just like our strange friend in the Netherlands didn’t really need to fly to get our collective attention, Obree really doesn’t need to break the record again. He’s already succeeded in creating another incredible story for us, which is really what he’s always done best.

The Good Old Undiagnosed Days

 Bikes  Comments Off on The Good Old Undiagnosed Days
Mar 222012
 

Does anyone else find it just a little odd that recent revelations about the Cannibal’s potentially fatal heart condition suggests doctors kept the news of the problem from Merckx himself? I did, based on this AFP article, which seemed to suggest Italian cardiologist Giancarlo Lavezzaro was something akin to a Disney villain, green-lighting Merckx to race despite knowing the man could die. Such is the nature of “stuff on the Internet,” though. Only after reading a bit more thorough article on VeloNation did it become clear Dr. Lavezzaro lacked the tests necessary to make a definitive determination.

But still.

In the VeloNation article, Lavezzaro is described as saying, “Every day after work I went back home and asked my wife what had happened in the Giro. I feared she would reply that there was a problem with the Belgian cyclist Eddy Merckx,” also stating that, “Today I would never let Merckx race.” What seems odd in light of today’s, um, “extremely thorough” relationship between doctors and racers, is the downright outpatient nature of the diagnosis. Lavezzaro apparently states, “We could clearly see that he had a problem, but an exact diagnosis could then only with an invasive procedure. During the Giro was impossible.”

Brutal as the ’68 Giro was, it did, nevertheless, end at some point, but this all pre-dated iPads and even Google Calendar, so I guess nobody thought to write down, “Make sure Eddy’s heart doesn’t explode once the Giro’s over.” Così va la vita.

All this information is coming to light thanks to a new Merckx biography by Daniel Friebe, Eddy Merckx, The Cannibal, and this might be a book I have to own.

Either way, this most recent story continues to prove that things were a little different back then. You could be a big shot actor and still race motorcycles on weekends in the late ’60s, and, while I certainly don’t mean to justify what still, to me, seems somewhat less than Hypocratic patient care here, it’s difficult to imagine the sport of cycling in a world where Merckx stopped racing in ’68, and Merckx himself seems unperturbed by the whole thing, and pretty happy with his career post-68.

Today, in contrast, regulation of athletes and sport continues to be more important than ever. Following the release of new rules by the UCI restricting sock height and forcing teams to leave the “lawyer tabs” in place on their forks, one can only expect to soon see a ruling declaring reflectors mandatory during competition.

At least we should see some sweet UCI-approved technological advancements in the field of competition visibility.

I smell another use for batteries!

Most Absurd German Bike Award, Winner Announced

 Bikes  Comments Off on Most Absurd German Bike Award, Winner Announced
Mar 212012
 

As I slouch slowly toward my new Portland life (so far I’ve only managed to put my waterproof Gore pants into a large bag and “visualize” driving for three days), I can already feel a kind of kinship with the bike culture there. It’s pretty creepy.

Case in point, my first annual Most Absurd German Bike Award (MAGBA), which I intend to award occasionally, considering the endless supply of candidates who seem to be constantly vying for this award. I’d fully expected this to come down to a pair of German automobile manufacturers’ “innovative” bicycle designs. This would make perfect sense for me, as I’ve featured the Porsche bikes already, and my deranged rambling usually focuses on the sad and tragic intersection of bicycles and corporations.

But today I find myself suddenly and inexplicably compelled to swerve way off course and include in the finals a German hippie bike dude’s useless DIY art bike project. Yes, my attention this morning is drawn as much to part-time devil for a clutch manufacturer and full-time weird old dude, Didi Senft’s homemade “Rake Bike” as it is to this ridiculous BMW mountain bike.

Which of these is the Most Absurd German Bike? It’s a classic battle: the little guy, hell-bent on creating a bike so profoundly stupid that even he himself will not be able to fully understand why it exists; versus a giant corporation, obsessed with efficiency, performance, and innovation, creating a bicycle so comically outdated as to become its own kind of performance art.

In considering the sheer absurdity of both bikes, I have to give the win to BMW on this one. It was close, but BMW scored major points for creating a near perfect replica of something Specialized would have built in the late ’90s. Didi brought some game, no doubt. It’s not every day you see a bike that could disembowel both its rider and dozens of shocked onlookers. But any time you’re dealing with bicycles built for art’s sake, the details matter, and it’s the little details of the BMW that stand out.

That classic 1-1/8″ head tube alone might have secured the win, but combined with the over-the-top aluminum hydroformed main frame and (apparently mandatory on cheesy automaker bikes) Crank Bros. wheels, the BMW really pulls away. As if for good measure, BMW phoned in every aspect of this frame design to a “close your eyes and pick from the catalog” Taiwanese factory, but chose to make a big deal about the stem design, which looks ghastly. They also wisely chose to opt for a piece-of-shit Kalloy seatpost and, clear mark of a champion, interrupted seat tube with pierced intersection/trailing top tube nub.

When you think about it, Didi merely made a bike out of rakes. BMW, however, has created a bold counterpoint to the resurrected German Bauhaus art movement, creating a bicycle that proves rationality is way overrated, and that mass production really is the polar opposite of artistic self-expression. Seen in that light, this gloss black, hydroformed homage to early suspension design is up there with Warhol’s soup cans, which I hear Didi Senft is welding together and hand-painting into an enormous pedal-able likeness of Marilyn Monroe.

Touché, Clutch Devil. See you next month.

Goldilocks Ascending

 Bikes  Comments Off on Goldilocks Ascending
Mar 202012
 

Goldilocks

If the bike industry worked like the stock market, the first thing we should all do today is double-check that polygonal cassette body Kirk Pacenti suggested a while back. If you want to look where things are going, not where they already are, that’d make some sense, because when it comes to the 650b wheel size Pacenti was developing and promoting years ago, that’s already here.

Sure, Nino’s Schurter’s World Cup race win on a Scott 650b bike with plenty of 650b DT equipment is the clearest writing on the wall, but there’s plenty more where that came from.

We have a kind of stress test in the cycling world, noteworthy here because 650b has survived it in what seems to be historically amazing condition. Here’s how that test goes:

  1. Inventors and very early adopters try to scare you away. They can be the nicest people, but they tend to be really passionate about stuff like a new wheel size, and they really want you to understand where they’re coming from. In the right light, you can tell they just really feel strongly about whatever it is they’re rallying behind, but ask any photographer at a trade show how often the lighting’s just right. More often, even the most sensible and composed advocate for some new or resurrected idea comes off a little like this.

  2. The first companies on the band wagon try to scare you away. After the first round of men with aluminum foil hats beg you to listen to them, in come the opportunists disguised as “hardcore.” These are the companies selling just enough bikes to actually have a factory make them something new, but not enough bikes to sit back and analyze the situation before jumping right in. Often they do serve to move things along, which can be a good thing, but they couldn’t be more different from the quirky but passionate types who really got it started, and these are usually companies known for cutting corners in the first place. The first 650b bike I rode was a Haro that seemed to have been dropped into the Nevada desert out of a passing plane, buried for several months, and then used to drive in tent spikes. I’m a firm believer that one of the grinch functions of a company’s head of marketing should be to roam trade show demo ride booths, pulling complete maladjusted shit bikes from the lineup before they can frustrate and disappoint more than that first few hundred people, but that’s just me. Still, the first mass-produced versions of a new idea often don’t make a very good impression.

  3. Everybody bitches. The front end of the bike industry is filled with really slick-looking bikes and companies that send Sprinter vans to races where GoPro helmets record epic gnar and inhuman acts of power, endurance, and skill, but the back end is filled with stuff like creating a bill of materials and estimating sell-through velocity on “rubber” for that quarter, and for the cave dwellers in charge of that, a whole new category of products–regardless of how “hot”–just means more shit to shovel. We saw this in the past with the reluctance of suspension and tire manufacturers to make 29er stuff. There’s a comfortable inertia to doing things pretty much the same way you always have, and that creates a pushback against new product development.

  4. The 650b wheel has survived all that. While it’s nice to think public opinion will ultimately dictate the future of products, the fact is that this tail tends to wag dog more often than not, and once enough companies have piled onto the bandwagon (and that’s exactly what’s already happened behind the scenes here), you’re going to see the products. In this case, I think that’s a very good thing. As I’ve written and said before, I don’t see 650b wheels replacing 29ers outright, but I do see them potentially replacing 26-inch wheel bikes and possibly even becoming the dominant wheel size.

    At least until Jamis “burps out” the first production 36er.

Bloodsport

 Bikes  Comments Off on Bloodsport
Mar 192012
 

It seems I haven’t been the only one to notice Shimano’s steadily accumulating arsenal of game-changing patents lately. Matt Wiebe’s new article in Bicycle Retailer draws attention to the industry behemoth’s patent portfolio, which dwarfs the competition. Wiebe writes that Shimano “is moving into areas of development—dirt suspension, hydraulic rim brakes, dropper seatposts and electric integration—that could shake up the market if the technology makes it into production.” Absolutely. And you don’t build an empire on your production capabilities by applying for patents for stuff you never intend to make. By all indications, Shimano is about to deliver their second major industry shakeup, and things are about to get rough for SRAM.

Or maybe not.

Much is constantly made of the relationship between component manufacturers and bike companies. The Bicycle Retailer article rightly points out the market share SRAM had been gaining in bundling suspension and components for OE spec on bikes, and the conspicuous silence from Shimano regarding this. “A survey of suspension engineers, who declined to go on record, said Shimano has the technology to make competitive forks,” writes Wiebe, “but none thought the company was setting up to enter the market. At the same time, however, they wonder how long Shimano can stand on the sidelines as SRAM’s RockShox suspension line enables it to offer product managers seductive pricing on component and suspension packages.”

The article goes on to point out that Shimano’s continuing absence from the suspension market continues to offer “a lifeline for Fox, Manitou, Marzocchi, SR Suntour and others,” which is true, except that one of those brands is clearly not like the others. Shimano doesn’t share patents with Marzocchi, Manitou or any also-ran suspension companies the way they do with Fox. The recent high-profile move of the Santa Cruz Syndicate team from SRAM to “Shimano and Fox,” combined with some pretty clear writing on the patent walls makes one thing pretty clear.

Shimano is going to buy Fox.

That is, if they even need to. Plenty of business mechanics to compute there, and clearly both companies are already benefiting from a very close partnership that might not require actually tying the corporate knot, but the writing is clearly on the wall.

Manitou and Marzocchi? Yes, they’re doomed. What’s left of them, at least. But SRAM? I don’t think so.

Continued and even strengthening relationships between Fox and Shimano will certainly not be good for SRAM, but SRAM has what it takes to survive the assault, and stands to benefit from the attrition that’d take place in the suspension market. Already borderline non-existent in the OE market, Manitou and Marzocchi’s potential total extinction stands to benefit SRAM’s RockShox division, a company with a far wider assortment of suspension products across a wide price range–much wider than Fox. A full assault by the combined Shimano and Fox forces would make what’s been happening over the past decade offical: nobody would be left but SRAM.

And somehow, White Brothers. Have to hand it to those scrappy little guys.

SRAM’s suspension products still need both brand work and innovation before they can truly rival the industry reputation and near rear suspension monopoly that is Fox, but SRAM has made tremendous headway in paying attention to the end user. When Shimano notoriously “integrated” your shifting and braking on mountain bikes, SRAM very specifically did not. SRAM has also led the way in 2×10 mountain drivetrains, a “by the people, for the people” kind of revolution. In both cases, SRAM’s marketing did an outstanding job of delivering the message: “We know what you want, and we’re building it for you.” They used Shimano’s enormous weight against them, getting the big guys off balance in the eyes of the public. Behind the scenes, this was a blip on Shimano’s bottom line, but SRAM set up shop inside that market inflection point and carved out a huge name for themselves.

It’s going to come down to electronics. If Di2 is any indication, Shimano may have already won the war, but it’s also possible that we’ll see a backlash to electronics among riders out there. SRAM has already drawn a line in the sand when it comes to road groups. Want to save a pound and a half? You know where find us. Adoption of electronics on mountain bikes could be more complicated–especially if Shimano plans to have a battery operating everything from your shifting to your suspension damping. Picture the entrance of a Shimano/Fox electronically controlled suspension fork onto the market with a price tag over $1000. How would that be received? How would it be promoted?

Interesting stuff. One thing is certain, though. If I were SRAM’s marketing department these days, I’d be putting a lot of effort into grassroots racing support and features the average rider can clearly appreciate–and I wouldn’t be pushing the panic button just yet. People still like alternatives. If SRAM can maintain their image as the best alternative, that’s good enough. It’s like the old “outrunning a bear” thing: SRAM doesn’t have to be faster than Shimano/Fox; they just have to be faster than all those delicious little companies who are much slower than they are. What looks like a vicious war between Shimano and SRAM might turn out to be pretty painless for both companies, but completely devastating to everybody else.

Culture Clash

 Bikes  Comments Off on Culture Clash
Mar 162012
 

Vogue Tells You How to Dress to Ride a Bike

I’ll admit that yesterday’s post had me missing what I guess you’d call the good old days of my little bike shop. Far from being buffoons, characters like Rich are actually pretty epic guys, the kind of people about whom tales are told.

Good people. Story makers. Legends.

The last time I saw Rich, we’d put together a night ride and were almost back to the parking lot when we noticed he wasn’t with us. I think he was using borrowed lights and had two sketchy tires and various other potentially problematic things going on, so we mounted a search party and doubled back. After an extra hour or so riding around in the woods yelling his name, we ended up finding him back in the parking lot where we’d started. Did his lights burn out? Was he OK? His explanation: he just decided to do some “freeriding.” Like God and guys who compete in those lumberjack competitions, Rich’s ways remain shrouded in mystery, and I hope he’s OK out there, still freeriding wherever he is.

Speaking of rebels with no regard for how The Man tells them they should live, by now we all know bicycles have been absorbed into the world of high fashion. Whether they’ll actually be digested or not is yet to be seen, but the insular bike industry is semi-atwitter over the entrance of Levi’s Jeans into the otherwise hallowed and bespoke world of bike commuting fashion. Yes, enough people are finally hipsters for Levi’s to bother making a skinny jean for bike riding, and like all heartless mega-corporations, they’ll probably price them for less than $200 and make them readily available, just to undercut Rapha.

But all of this high-fashion, low-brow tomfoolery is nothing compared to the cresting wave of Change about to descend on the bike industry as most of us know it.

Meet the Bicycle of Tomorrow:

As we know, there’s a lot of “interactivity” going on at the SXSW conference right now, and some of it’s taking place between bicycles and people. Specifically, people who don’t want to ride bicycles are suddenly interested in owning a bicycle, a phenomena brought on by the inevitable march of fuel costs for most Americans, along with the post-tipping-point sense that riding a bike to work is suddenly acceptable. Americans want to give this bike riding thing a try, and, being Americans, their first step in that process is to give the bike a motor. I’ll let Good.is explain the thinking:

For bike commuting to become a practical option for the average office worker, it may have to clean up its act. Not everyone can show up to work with grease-streaked pantlegs, pit-stained and panting. Bleary-eyed morning routines are challenging enough without turning them into an athletic achievement. Plus, hauling most bicycles onto public transportation can be more trouble than it’s worth in many unequipped transit systems.”

Hence the folding, electric-motored commuter bike pictured above. Designed by Gabriel Wartofsky at the Art Center College of Design in Pasadena, this particular bike’s production was given some momentum by entrepreneur Bob Vander Woude. According to Good, Vander Woude witnessed the huge increase in electric bikes in China and ran the numbers. “He cites a report from Electric Bikes Worldwide Report that found electric bikes will be one of the world’s top industries by 2025 with 130 million bikes sold per year, four times the current haul.” He’s ready to make a bet that they’re on their way here.

And he’s probably right.

What remains to be seen is what affect an influx of electric bikes will have on bike culture as we know it. Not to be all xenophobic and elitist here, but even the most casual of cyclists today has at least a passing familiarity with self-propulsion. It hurts when you pedal up hills. And while that doesn’t bring the average bike commuter particularly close to Jens Voigt level exertion, it’s something. While legal confusion still exists regarding the definition of a “bicycle” vis-a-vis “electric powered wheeled thingies,” I can’t help but think removing the effort and self-reliance from riding a bike isn’t a revolutionary new development; it’s the steampunk reinvention of cars.

Maybe that’s a good thing, and I suspect electric bikes are still more of a gateway to actual bike riding than anything else, but what concerns me is that riding a bicycle is supposed to be a little difficult. You’re supposed to have to work some and to pay attention to the world around you–something cars have shown us becomes increasingly difficult the more removed we are from exposure and physical exertion. If the wave does hit U.S. shores, I’m going to go ahead and predict carnage. Sure, carnage is always a safe bet, but if you’re frustrated with the quantity of bleary-eyed weavers on your morning commute already, wait until they don’t have to pedal to go fast and–as Good suggests–don’t have to necessarily be fully awake, either. See, a bike ride isn’t supposed to even be possible if you’re “bleary-eyed.” Contrary to what we might think, single-speeders who drink themselves right up to the starting line at local races, puke, then proceed to rip the legs off the rest of the field are actually relying on the act of bike riding to pull their shit together. Similar pre-ride rituals prove way less successful when a motor’s involved. I tend to suspect the same buzz that gets you turning the cranks is the buzz that helps keep you aware and alive in traffic.

So we wait and see. Maybe it’ll pass, or maybe electric bikes will just slip into bike culture virtually unnoticed. But probably not. It’s been scientifically proven that the gold standard in pain, the most grueling activity anyone can undertake on a bicycle, is to race cyclocross while listening to Bjork.

Like it or not, if electric bikes begin to dominate our commutes, I suspect we’ll all have a new standard.

The Rich

 Bikes  Comments Off on The Rich
Mar 152012
 

So it looks like I’ll be living in Portland before the end of April. While a fresh start in the Pacific Northwest won’t do much to help cure my coffee addiction, it should do wonders for everything else. There’s a strong sense that Portland is where my family was supposed to’ve been living all along, and finally venturing off of our mostly abandoned Appalachian mountain top is going to feel pretty good.

Still, there’s a lot to miss about this place. The view off my back porch, for one thing.

Notice the conspicuous lack of civilization? Plenty of stars visible at night, and a whole lot of singletrack. On some quiet farm roads around my home, I’ve ridden ten mile stretches without seeing a single car. Granted the ones you do see tend to be doing 85mph in a 30mph zone with at least one rebel flag visible from every angle, but still, the riding is pretty spectacular.

And yet it’s the people here that I’ll miss the most. When you start a business in a small town, you meet a lot of really memorable people. Extremely memorable. Sometimes, you kind of wish that they weren’t so memorable. Occasionally, you hold your head in your hands and say things like, “Jesus Christ!” over and over again because the people all around you are just so fucking memorable that it’s almost like you can’t forget them no matter what you do. Still, you come to love them, all of them, the way Jeffrey Dahmer’s parents sort of had to love him.

When I first opened Speedgoat fifteen years ago in an old one-room school house here in Laughlintown, PA, the first person to walk in the door was a sour-faced girl from just up the street who asked, “So what is this supposed to be, a bike shop or something?” Over the years, we came to regard her as “just that way,” which is a kind of coping mechanism for dealing with assholes when you’re trapped in a small town. She’d grunt a greeting if you passed her on the street, and there was a genuine sense that life for her was every bit as awkward as she made it for everyone else, so that you learned not only to tolerate her disdain for you, but to rely on it. Making her uncomfortable at having to acknowledge your existence was a kind of ritual, like reading the paper with a cup of coffee, and you eventually learned to look forward to it.

I will also never forget Rich, a local guy who still lived with his parents about a half mile away. Unlike most of the people in the neighborhood, Rich was not merely remarkable for Laughlintown. Rich would be remarkable regardless of where you put him. Tending to sled dogs in Alaska (which he did) Rich would have been considered remarkable. At a Slayer concert in Copenhagen, Rich would have been considered unique. In fact, when I try to imagine a scenario in which Rich seems even slightly less remarkable–even remotely at home–I’m left imagining as a character in a yet unmade Will Ferrell movie about guys who try to open a meth lab in a suburban mall. There are also a handful of scenes from Cheech and Chong movies where he wouldn’t necessarily seem out of place, though you still wouldn’t be able to take your eyes off the guy.

Rich frequently reeked of urine. There’s not really any other way to write that, and there wasn’t really any other way to deal with it, either. He came in my shop–lived in my shop, honestly–wearing tattered daisy dukes, one of four concert shirts, and always a headband of some sort, and he smelled like piss. He was a genuinely sweet guy who probably wouldn’t hurt anybody, but the smell thing was unpleasant.

He became a fixture at my shop in the early days. So much so that once I accidentally locked him in the building at night while I was in the back building a bike (eventually he had to interrupt a disc brake installation and ask to be released because he was late for dinner and his mom would be mad).

For a while I worried that customers thought he worked there, but eventually I didn’t care. More than once, I looked up to see Rich carrying on a conversation with someone who’d arrived to pick up a bike valued at three or four thousand dollars. Such is the powerful joy of buying a new bike that a man could step out of a new Range Rover, accompanied by some variation of the perfect wife and often angelic children and/or a golden retriever recognizable from television commercials, enter my store to pick up a new bike, and within minutes be deeply engaged in a meaningful discussion with a guy who’d pissed the same shorts he was still wearing earlier that morning.

I should point out that Rich rode bikes. A lot, and strangely. He’s one of the few people I know who really have been stopped by the police for riding a bicycle while intoxicated. Rich frequently rode mountain bikes with us while clutching a gallon jug of iced tea in one hand, either because he didn’t have a functioning bottle cage, or just because he preferred the gallon jug. I can’t remember. Once he forgot a helmet and refused to ride without one, a perfectly proper decision, if odd for a guy whose every other waking moment seemed focused on total self-destruction. I let him borrow an old motorcross helmet. It was like a 90-degree day, and we briefly thought he’d lost consciousness at the top of one of the climbs. I no longer have that helmet. His crashes were never lethal but always somehow magical. He would constantly berate himself for a lack of courage in attempting tricky sections, seriously furious with himself, but simultaneously giggling. He always laughed during crashes, and every one I can remember had a kind of drawn out quality to it, like a death in Shakespeare, with lots of giggling and self-immolating commentary and a gallon jug of iced tea rolling down the hill after him.

He was sort of awesome.

I will submit to you that it is not possible to forget a man like that, but Rich also exemplified the most unique thing about this town I’ve called home for the past fifteen years: the freakish balance of rich and poor. This particular part of Pennsylvania is home to some of the wealthiest and most powerful families in America. Dick Cheney has shot defenseless birds within a few miles of the old Speedgoat building. They still hunt foxes here, wearing pantaloons and such. No shit.

They also drive Bentley’s while wearing camo baseball caps.

The contrast between haves and have-nots can be painfully striking here, and those who have are a largely secretive lot–not nearly as buffoonish a part of popular culture as, say, Donald Trump. They take their cues not from Paris Hilton but from European aristocracy. It’s a quiet kind of impenetrable wealth, and this leads to its own odd moments.

I once had the CEO of a major company haggle with me over the price of a $400 bike (which he insisted he wanted to buy on the spot, despite my patiently explaining that it was two sizes too big for him). His great quote, uttered before storming out was this: “I run a two-billion dollar company, and you won’t take fifty dollars off this bike for me?” There’s not really anything coherent I can type about that.

But Rich had of course infiltrated these ranks, in his own way. During one bullshit session at the shop where some guys were discussing the world’s nicest cars, Rich started nodding.

“Lamborghini,” somebody said, and Rich nodded, “Yep, I’ve been in that.”

It soon became apparent that we were taking turns asking Rich a question, not just naming a supercar.

“Ferrari Testarossa?” Other Ferraris?

“Yep. Yep. Been in that. Yep.”

It became surreal. Lots of Porsches he’d been in multiple versions of. In many of them the car had been moving. Crazy fast, even.

When we got to the Shelby Cobra–not a kit car, but like a genuine 1966, 427 Cobra–somebody finally asked him how he’d been in all these cars.

“My buddy manages that garage they built underground up by the Rolling Rock club,” Rich said. “Sometimes when I’m up there to see him, we take the cars out.” Wearing shorts that risked arrest for indecent exposure, smelling of his own urine and likely carring a gallon jug of iced tea, Rich had gained access to estates onto which the Pennsylvania State Police were not permitted to go. Collectively, we imagined him passing through those giant metal doors with giant pistons and gears like you see in most movies involving underground secret bases or operation, and I can honestly say that we were in awe of Rich.

One day in Portland, maybe sitting at a Stumptown or in a crowd of fellow cyclists at a stop light, I will remember Rich and start laughing uncontrollably and in public, doing my best to pretend I’m coughing but fooling no one, and in this way I will remember my first foray into entrepreneurship and my time in this part of Pennsylvania.

No Asylum

 Bikes  Comments Off on No Asylum
Mar 142012
 

It occurred to me this morning that I need some sort of top secret code name for the suspension project, which continues to inch ever closer to reality. Mentioning that you’re looking for a top secret product development code name in a public forum is either some clever-ass reverse psychological marketing, or just plain stupid, but after a whole lot of years spent hunched over my test paper and scribbling frantically without letting anyone else in the class see my work, I’m all about sharing. If this bike ever does get made, it will probably be because of good friends and people just like you, whoever the hell you are, so why bother with the cloak and dagger bit.

Yes, the last time I started a little bike company, I chose the name myself, and I’d like to think I’ve learned enough from that experience to see the benefits of doing the complete opposite of almost everything I did back then.

So once upon a time I started this company called Asylum Cycles, and we sold what was basically a Titus Racer-X with 29’er wheels. It was a pretty popular frame–so popular, in fact, that Titus went ahead and started selling the Racer-X 29 based on exactly what they’d built for me. Well, maybe not exactly. I think they offered different colors. To be fair, they gave me advance notice–that is, if you count me seeing photos of the new bike in an issue of Mountain Bike Action. Other than that, it was a total bindside. If anyone out there knows the players involved, for the record, Cocalis wasn’t the one responsible for the shenanigans, and the ownership certainly had a right to do whatever they wanted with a frame they were producing. Even really sleazy shit like shipping me a bunch of frames and then putting their own version on the market. This is call “capitalism,” and lots of dicks do it.

Before imploding, Titus went on to rename that bike the “Rockstar,” which is the kind of self-inflicted wound I’ll go ahead and count as my payback. “Rockstar”?

But I still have the original prototype frame, for which I created a special Marzocchi Shiver SC fork with chopped stroke (Marzocchi was an Italian company that used to make suspension forks people occasionally purchased, before Fox entered the market and SRAM bought Rockshox.) Inverted forks convert pretty easily for use with bigger wheels, and the old silver Shiver tended to look about as “prototype” as possible, partly because Marzocchi themselves didn’t seem to know what the hell it was supposed to be.

Marzocchi Shiver SC

I modded the older one on the left, not the newer model with fancy "painted legs" and stickers that didn't arrive with oil already underneath them.

Originally based on way steeper geometry, my frame absolutely came alive with the taller fork and slacked out head tube angle. It was seriously shocking, how much better what turned out to be about a 70.5-degree head tube angle was with big wheels. I couldn’t stop riding that bike.

That was a long time ago, when Gary Fisher’s first hybridy sort of 29ers were just entering the market and baffling people left and right. I dissolved the Asylum Cycles name years ago, so we definitely won’t be using that name for any new company, even if it would make some of my old t-shirts and jerseys almost relevant again. Fact is that even after I shut Asylum down, the design process kept rolling on behind the scenes, eventually evolving into the creature at the top of the page, a design I’d like to think is more than a few lifetimes better than old Horst-link designs, and something deserving of all new names.

“Rockstar” being taken, I’m really at a loss for what to call the project at this point. For now, I’m leaning toward “Project Danzig.”