I was at Frostbike earlier this year in Denver, CO. We were walking towards the expo floor to meet our QBP rep when I spied the All-City Cycles booth from outside the door. Up on one of the stands was the glittery offering from the venerable steel-is-real company: the 2020 Super Professional. When viewed from afar, it looked like a typical steel road bike. Close up, like a Monet, it was an entirely different viewing experience (only instead of being a big ol’ mess, it came together beautifully).
All-City describes, in a few words, what the Super Professional is: an “urban cross machine,” and a “super commuter.” Yes. That’s affirmative. It’s essentially what you would get if you invited a gravel racer, a steel-road-bike nerd, an alley-cat-crit-fixie-spoke-card artist, a cross-country-touring lady, and a dude who commutes to work everyday to a product development meeting.
This bike is as close as a company can get to a does-everything-you-want-short-of-singletrack implement without adding suspension. All-City went a step further and came up with a master dropout system that allows the rider to switch from a single-speed to a multi-geared bike and still have a thru axle.
Getting back to Frostbike for a second: I saw the SP (that’s how the cool kids refer to it) on the elevated stand at the expo. I’m usually not one for flowery language, but I was so moved by its appearance that I…
<flowerylanguage> …stood fast and stared agape at the hummingbird-like iridescent glow emanating from the myriad flakes in that paint that I was awash in a color gamut that set my hair on end and imbued my psyche with such ardor that the entire concourse gathered thence felt my catharsis. </flowerylanguage>
Our QBP rep snapped me out of my bliss by making a comment that the bike would look totally sick with some Whisky bars and Paul Klampers.
My mission was clear. I would acquire the frame and strip my beloved Kona Sutra of most of its parts to feed my desire to someday ride this bike.
As a touring cyclist, gravel enthusiast, and Cat 6 commuter, I did just that. I built up this amazing bike with the drivetrain and brakes from my Sutra. I acquired some OEM wheels from a friend’s Santa Cruz Stigmata (those DT 350s, don’t even get me started), and I was deep into the build.
The only thing that gave me pause was the flat-mount road disc lugs. I really wanted to use my I-S Paul Klampers so badly that I had to special order some Shimano adapters to be able to use them. That was the only hangup in the build.
After it was complete, I took a ride to the state-mandated-lockdown wasteland that is the Santa Barbara Funk Zone. Comprised of old industry building that house breweries, wineries, and restaurants, it was completely empty. Not a soul for blocks. There were so many walls I could use to to get a shot of the bike that I began to think I have a thing for walls. You get the idea. I took a bunch of pictures (below, after the build list).
Frame: 2020 All-City Super Professional with Goldust colorway and multi-speed master dropout.
Drivetrain: Shimano Ultegra R8000 shifters to XTR M9000 SGS 11-speed derailleur via Wolftooth Tanpan and Goatlink; XT M8000 crankset with Wolftooth Dropstop 38t chainring; 11-42t XT M8000 cassette.
Paul Klamper mechanical disc brakes with Shimano flat-mount adapters (F160 P/D, and R160 P/D).
I have often asked myself life’s deepest, most meaningful questions in the search for more knowledge: How far can I ride a touring bike on a singletrack trail? Will road plus tires even work on singletrack? When do I get to use the stuff I learned in Algebra 2? Who invented liquid soap, and why? I grew ever more pensive. As I carried my bike over some of the more difficult parts of Romero Canyon Trail, I tried to keep my mind off of my bad decisions…and the flies from the inside of my nose.
The Kona Sutra pictured above is certainly a capable bike. It is even able, with some difficulty, to make it on a trail, provided there aren’t that many loose rocks and dirt. Having converted the bike to 650b last year, the bottom bracket is nice and low, offering the stability of a gravel bike, with the load-carrying capacity of a touring bike. However, the bike, as pictured, is about 35 pounds (15.8 kg)…it’s really heavy. Too heavy to have a good time going up the trail. There were several washouts and debris flows over which I had to shoulder this beast. Once at the top, though, it looked great. So why do it? Research.
Research, Dear Reader, sounds like an excuse. But it is actually a reason. Not a great reason, but there it is.
Being without a purpose-built mountain bike, I thought it might be a good idea to test out the Sutra on a surface other than asphalt or gravel. The handling and the tire choice were my main focus here. Touring and adventure bikes are usually seen as the best option for an all-in-one bike. However, like a fancy SUV, just because it looks capable, doesn’t mean that it is. I have done quite a bit of touring in my life, and I can tell you that the Kona Sutra is perfect for that. Asphalt and gravel…no problem. Beyond that, I wanted to know what the limitations were for this particular build. Thus, like a Patagonia-Lululemon-wearing-Montecito mom about to drive her G-wagon in the dirt, so did I set out to get some scratches on my exterior.
The wheels of my Sutra are shod with WTB Byway 650b road plus tires. I often get some questions about the capability of these tires from other gravel or adventure cyclists. Some of them want a tire with a little more bite than the WTB Horizons, but not as knobby as the Sendero. I usually recommend running the Teravail Cannonball if they want a little more tread. These seem to be a good go-between. But since I get the Byway question most often, I decided to take my life in my hands and push them to their limits. I had them on there anyway, so there’s that.
What I found after riding the Romero Canyon fire road and singletrack, is that that the WTB Byway is barely capable of handling loose, rocky trail conditions. Loose dirt about half an inch deep was also a problem. There just isn’t enough bite, especially going uphill. Even with decent bike-handling skills, and tire pressure at 20 psi, the tires slid out from under me way too often. Turns out, there is a reason why knobby tires exist: to make trail riding way less scary.
The Kona Sutra itself, despite the tires and the overall weight, handled well. There were some slight mishaps involving the too-low-for-this-use bottom bracket and the toeverlap. These problems became more manageable once I slowed down a little and found the right lines. Once on level ground, or even going downhill, the bike seemed to roll over almost everything. There were sections that were rutted and filled with cobble-sized rocks that seemed to pose little problems. Did I get some air on the way down? Why yes…yes I did.
I’m sure that without the Swift Zeitgeist saddlebag and the brass Honjo fenders to weigh me down, I would have had a lot easier time getting to the top of the trail. Again, I was trying to see if I could make it to the top, not how fast or how easily. Imagine those guys who go out with their 4×4 Jeeps, attempting to traverse huge gaps and rocks, just to see if they can. They stop often, look at where they are stuck, etc. That’s what this was like, except I didn’t have a spotter with me. I just went for it and made it from the trailhead all the way to East Camino Cielo. Slowly. It took me about four hours (with rest stops and photos). There were a lot of other bikers who passed me on the way up and asked me how it was going when they were on the way back down.
I would have been happier on a bike with suspension and a dropper post. But I don’t have one of those. I’m not that type of guy. This fact became obvious as my back and knees began to hurt from all the rigid-bike-on-a-trail-Spanish-Inquisition torture. It was even more apparent when one group of bikers passed me by, and one of them said to the rest of his buddies, “those are the tires that are leaving those smooth-ass tracks! Crazy!”
My nonconformist cycling style leaves little room for caring. Here is a summary of my research. Drink it in:
Road plus tires like the WTB Byway are not recommended for riding singletrack, loose-rock, and loose dirt trails…on purpose. They can be forced to work if you find yourself there by accident. I highly recommend the WTB Sendero, or Teravail Rutland tires, set up tubeless, inflated to around 20 psi for this kind of trail work.
The Kona Sutra is a seriously rugged bike. Geometry and handling on trails are exceptional. Just go slower than you would on a mountain bike and you will do fine.
Having the right gear ratio is tantamount. The base model Sutra comes with a touring-traditional triple chainring, that would work well. The LTD model comes with a single chainring…having at least a 42-tooth cog in the rear is a must. Anything less would be difficult.
Honjo fenders from Simworks are well-built and can handle this type of riding without rattling. This is only if they are properly installed with more robust M4 bolts and nylon locknuts. The OEM fasteners are not strong enough. Drill bigger holes.
With the lower bottom bracket, using platform pedals, for me, was a must. I had to get off the bike too often to make clipless pedals work.
To sum up: for all the Kona Sutra owners out there, you have an awesome bike. Push it to its limits. Just be sure to use the right tires for the terrain and be safe.
[For more images, please see the gallery at the end of the article]
The legend of the Kona Sutra is that it is a great platform upon which can be built many different types of bicycles: touring, gravel, adventure, or even a rigid mountain bike. It has been my favorite for quite some time. It offers plenty of tire clearance (Max. 29 x 2.25 / 650b x 2.6), compact geometry that allows for more maneuverability, and excellent Chromoly steel construction. For those looking to build a bike that meets their exact needs or satisfy a few at once, this is a great option.
Due to the warm reception of my Kona Sutra Dream Build that I completed last year, I had a request to customize another one. Of course, I jumped at the chance: who wouldn’t want to give back to the community an opportunity to ride an amazing bike? It has been almost two years since I built my Sutra, and I have gained quite a bit more bike-building experience during that time. I was eager to put this new knowledge to the test on this new bike.
I was asked to do a similar build to mine, except different. Effy wasn’t very specific about the nature of the build, only that she wanted the same Simworks accessories: Honjo Fenders, Rhonda stem, and Beatnik seat post. Getting the bike to look good was not a problem. That left me to change up the drive train and the wheels.
I started, as I am wont to do, with a custom wheel build. I used what I believe are some of the best hubs for this type of bike: the venerable DT Swiss 350. These hubs are remarkable. They are sturdy, easy to service, and the star ratchet is upgradeable for better engagement on the dirt. I laced them to 32-hole WTB i29 ASYM rims. They are a reasonable price and quite reliable. Effy is not super tall, so she agreed to lower the whole bike by using 650b wheels instead of 700c. This has the advantage of bringing the bottom bracket down for a little bit more stability. She also liked the gum wall look of the WTB Byway 650b x 47 tires.
The drivetrain, like mine, would be a 38-tooth single-front chainring with an 11-speed, 11- to 42-tooth rear cassette. Having had this ratio on my own Sutra for a while now, I have found that it is perfect for city commuting and light adventure and gravel riding. There is plenty of bottom end for climbing. Since no one will be racing these bikes in stages, the top end is just high enough for those early morning Cat-6 commuter showdowns. The major difference between Effy’s and my drivetrain would be hers is mostly SRAM.
When I was first working on my build, the SRAM Apex was not available, and SRAM Force 1 was way too expensive. In order to have STI shifters and an XT derailleur, I had to add a pull adjuster in order to make the system work. Not so for Effy’s bike. The Apex was a nice, cost-effective solution that achieves the same result. No pull adjusters needed! I did, however, stay with the Shimano XT crankset and Wolftooth chainring as I like the look better than the Apex cranks.
Like my Sutra, I chose the Simworks by Honjo Turtle 58 fenders in black. These fenders do not come pre-drilled, allowing for an exact fit on whatever bike they are installed. With all the other black parts on this build, I thought it would be a nicer look than the brass ones I used on my own bike. After these were drilled and fitted, I wrapped the bars in Brooks leather bar tape to match the B17 saddle that came with the bike.
Effy was pleased with the final product. The fit was right and the bike looks great. The possibilities that this bike offers are, for Effy, unlimited. Sure, she is not going to blaze down singletrack trails. But if she finds herself on gravel, fire roads, or tarmac, she will be able to ride comfortably. Hopefully she will get a lot of good years out of it. Please check out the gallery below for more shots of this awesome build.
I spent a considerable amount of time building my Surly Travelers Check. I completed the initial build last April. Since then I have ridden it on the roads in two countries. I amassed quite the trove of feedback on the original build. This mostly came in the form of teeth-clenching gripes I kept muttering to myself while climbing the steep hills in Okinawa. I realized that I would like to not only make some improvements to the drivetrain, but I also wanted to expand the bike’s overall use…meaning dirt and gravel.
I wanted to keep the bike as simple as possible when I bought the frame. Being a travel bike, I needed to make sure that I could get it repaired in foreign countries. The original build featured a simple 2×9 drivetrain featuring a Shimano XT RD-M772 rear derailleur and a Shimano Sora FD-3300 front derailleur over an FSA Vero 2x square-taper crankset. Using a pair of Dura Ace barcon shifters, the friction front actuation worked out well. It was simple to adjust, and I had endless trim. However, I found the need for a little more finesse on the rear. Nine speeds is fine on flatter roads, however, when faced with super steep hills, it makes for less efficient climbing. Plus, the Sunrace 9-speed 11-40t cassette never really got along with the indexed rear shifter. They spoke different languages, I guess.
Overall, the bike did its job and got me where I needed to go on that trip. Okinawa is mostly asphalt and has beautiful flats along the coast and some very challenging climbs inland. When I returned, I decided to upgrade to an 11-speed drivetrain. This required replacing the rear derailleur with a Shimano XT RD786 11-speed rear derailleur (with a Shimano XT 11-40t cassette), new FSA N10/11-speed chainrings (46/34t), Microshift SL-M11 shifters, and chain. Expanding the bike’s use on gravel and dirt necessitated the need for larger tires. I also wanted a bit more effective diameter and a softer ride. I ended up choosing the Panaracer Graveling 700×38 over the Panaracer 700x32s that I used in Okinawa.
Always expecting the unexpected, I also added a Kinekt 2.1 Body Float seat post. It is a light, parallelogram-actuated, coil-spring saddle solution that a colleague of mine uses on his hardtail mountain bike. Rather than suspending the bike, it suspends the rider, offering equivalent ride comfort in a smaller travel range.
To test the newly-christened Surly Gravelers Check, I thought I might try to ride it on some fire roads behind Santa Barbara. So I chose the Mission Canyon Catway (see map below).
Not the best idea…
It was a gnarly ride that, based on more feedback acquired from more teeth-clenching gripes, required a much different bike. I made the mistake of starting via the Tunnel Connector Trail, which was very steep and full of loose rock and fine dirt. However, when I got to the catway, the ride was much easier. I had fun, took some pictures, survived the descent, and learned a lot. Here are my takeaways from this adventure:
The trails behind Santa Barbara are very steep in some places and have a lot of loose rock. The 700×38 Gravelkings, even at 25 psi were not aggressive enough for the loose, rocky conditions. More aggressive tubeless tires would have been better.
The geometry of the Traveler’s check is not suited for the the steepness of the descents. It was difficult to get my weight over the back tire enough to keep myself from pitching forward. A slacker head tube angle would have been safer.
My gear ratio was definitely not suited for all the climbing. My lowest being 34-40. It was a struggle, and I had to dismount a few times, but I made it. I think if I had a wider low-end range on a 1x setup, I would have been fine. I also had trouble getting out of the saddle, if I did, the rear wheel lost traction.
On the flatter parts, the bike performed well. If I found the right line, I could clip along at a decent speed. The bike was a bit wobbly, and a lower bottom bracket would have helped stabilize the bike. The Gravelers Check has a 62mm bottom bracket drop. For this type of riding, a drop of 85mm like that of the Specialized Diverge would be better.
I have a good feeling that the Gravelers Check will eventually live up to its name. It’s a good, solid bike that looks pretty dank and goes just about anywhere. I just have to remind myself that it has its limitations. For travel, it will continue to be amazing. For gravel, dirt, and small climbs, I think it will do fine. For heavier trail work, I will build another bike. The upgrade to 11 speeds was a good decision. I have yet to find the true do-everything bicycle. This one comes close. I can travel with it. I can ride dirt trails with it, provided they are no too gnarly.
[For additional images, please see photo gallery at the end of the article.]
There is a running joke at the bike shop where I work: whenever I talk about my Surly Travelers Check, a detailed story about how I took the bike to Okinawa is sure to follow. I believe that my fellow employees are also designing a drinking game based upon certain words I have a tendency to repeat. These words include, but are not limited to Okinawa, Japan, and Surly. I had an amazing time, so I cannot tell the story of my trip without repeating the destination and the bike I rode. This means a lot of people are going to get really drunk.
Okinawa, which is Japan’s southernmost prefecture, lies in the East China Sea. It is a subtropical island that has a diverse history including the longest and most deadly battle of World War II. The water is clear and blue, the people are amazing, and the food is unique in Asian cuisine. The cycling is also equally amazing. The variable landscape of the coral island offers plenty of climbs, beautiful coastal flats, and seemingly endless routes and destinations.
The trip was over the new year. Spending time with friends and family. Although the trip lasted for more than two weeks, wet weather and high winds hampered my ability to ride every day. Below is a map of two of my most memorable rides during that trip.
Both rides are mapped from Naha Main Place, a popular mall in the center of the capital, Naha. I chose this starting point as it was close to my home base and I wanted to give all of you, dear readers, a central location from which to start your own rides.
Okinawa Peace Memorial Park Ride
Okinawa Prefectural Peace Memorial Museum and Park and is 14.2 mi/22.8 km from Naha Main Place. I returned by the same route making this ride a total of 28.2 mi/45.7 km. There are other loop routes back to Naha continuing east on the 331 past the park. Since this was my first ride in Okinawa, and the weather was constantly changing, I decided to return via a route with which I was already familiar.
Starting at Main Place, highway 330 is the closest and most obvious route going south towards the airport. The route is fairly easy, with the only confusing part being the intersection of the 330 and highway 221. It is beset on all sides with a staggering array of pedestrian walkways suspended over the street. It would have made more sense if I stayed on the street, but the lanes are narrow and dangerous. I only had Google Maps to guide me, so I had to do my best and follow the signs to the 221.
Once on the 221, the route was a lot easier. The T-shaped transition to highway 331 was a breeze and the military base across the road made for easy reference. The Park is just off the 331 so I followed this road to the southern coast. There wasn’t much to see along this stretch besides freeway and commercial neighborhoods. The entire route is mostly flat. However, the 331 narrows down to a small rural route near the park and has some small climbs.
Once at the park, I took advantage of the refreshment stands and bathrooms. I was able to ride most of it, however bicycles are not allowed in the memorial proper. The park and memorial were the brainchild of Masahide Ota, a former governor and survivor of the Battle of Okinawa. The memorial at the park sits on a cliff above the coast. The view looking southeast is breathtaking. However, it is also here where the names of the many Okinawans, Japanese, and Americans are memorialized. It is a stark reminder that the most horrible things can happen in the most beautiful places.
Nakagusku Castle Loop Ride
Nakagusuku Castle is approximately 15 mi/24 km from Naha Main Place with the entire loop being 25.4 mi/40.8 km. I began my ride going north on highway 330. The highway has a designated pedestrian/bicycle pathway on the shoulder so it was not necessary to ride in the street the whole way. Until I made my way to highway 146, there wasn’t much to see besides a tunnel and some shiisaa.
The transition to the 146 was a bit trying, and I definitely needed to ride in the street at this point. There is a smaller street which shoots off the 330 through a neighborhood that leads to a overpass intersection with the 146. There were small on-ramps to ride and steps to walk down…I chose the steps to avoid cars as the roads in this area are pretty narrow. See the map above for reference. Once on the 146, I headed west towards the castle. There was a steep climb of about 524 ft/160 m over a short 1.75 mi/2.8 km stretch of winding, narrow road. I stuck to the left-side pedestrian shoulder to avoid traffic. Once I arrived at the castle admissions booth, I purchased a ticket and left my bike in the designated area as they are not allowed on the castle grounds.
Nakagusuku is one of many castles built by the Kingdom of Ryukyu in the 13th century. It is made of coral blocks and contains three main wards. The best thing about this site is that one can see both the east and west coast of the island from here. It is an amazing view and well worth the ride. The other benefit of riding at this time of year meant that there were very few tourists so I had the place almost to myself. It was so quiet, I could hear children playing at the school across the valley.
Getting back to Naha Main Place is easy since it is mostly downhill. I wanted to pay a visit to Taira Cycle on my way back. Continuing the loop, I had to get around Futenma Air Base. The 146 takes you west to the 81 and shortly thereafter, back on the 330. From there, I went north until I exited west for a short ride on the 130 to connect to the famous highway 58 heading south. Taira Cycle is on a street off the 58 to the right about 0.75 mi/1.2 km from the intersection (see map above).
Yoshihiro Taira runs his small shop in the Chatan District of Okinawa, across the highway from Futenma Air Base. He carries mostly Surly and Tokyobike. His shop is full of really awesome made-in-the-USA products as well as Japanese brands like SimWorks. Yoshi stopped working for a few minutes to chat and take pictures of my bike. Definitely worth a visit!
Getting back to Naha Main Place was a simple matter of continuing south along the 58 until a connection on highway 222 took me back to the 330. One note to always remember: highway 58 is the busiest road on the island. It is extremely dangerous. It seemed that I was playing a deadly version of leapfrog with the city buses the whole way south.
Overall, the rides in Okinawa were great. I wish I had spent more time exploring the more rural sections of the island to avoid traffic. But since it was my first time riding a bike there, I wanted to stick to the major roads. If I had any advice it would be to make sure you respect the people who live and work on Okinawa. Okinawan motorists are generally non-aggressive and unlikely to use their horns. So be courteous, smile, and enjoy yourself. There is a lot to see on this island, and going by bike is definitely recommended.
There’s absolutely no reason to convert a perfectly good touring and adventure bike like the Kona Sutra to something other than what it is. No bicycle is perfect. People have different needs and wants. This bike happened to be a great commuter and touring bike. But I wanted something more. It is a great platform for upgrading. There wasn’t anything preventing me from doing it other than the expense. So over the course of a year, I waited: watching and comparing prices, gathering, mooching, convincing my SO of the need, nay, the destiny of my dear Kona. It must be rebuilt! I ended up with the dankest of dream builds.
I have had this particular Sutra since it debuted in early 2017. I was drawn to the metallic flake paint job and easy-going geometry. When commuting to work, I found it to be extremely comfortable. Out on the trail, it handled very well, making it not only an excellent commuter but a hardy adventure bike. With all the new categories of road/gravel/adventure bikes out there, the Sutra is like a do-it-most bike that seems perfect, albeit just a little too heavy. But that is Kona for you. Their frames are built very well. Steel, though. I will deal with the extra weight if I can have the durability!
Always on a quest to build my a better bike, stock off-the-shelf rides usually don’t last too long in my household. Even though this bike performs really, really well, I wanted to do a few things to it that required some major surgery. I agree that the bike is good the way it is, however, there is always room for improvement.
The Sutra standard (not the LTD) comes with a Shimano Deore mountain triple crankset. My relationships with the many front derailleurs in my life have been awful. Always adjusting, rejecting the new technology like SRAM Yaw and that tooth-pulling new Ultegra FD-8000 derailleur that Shimano dropped on us last year. I decided that the best place to start my Sutra upgrade was to convert the drivetrain to a 1x, and kill the FD with fire (seriously, I think i tossed in into a friends BBQ). I already had a Shimano XT M8000 crankset handy, but I wanted more teeth. I purchased a Wolftooth Components DropStop 38T chainring. Believe it or not, this part of the conversion was the easiest part.
Shimano XT M8000 crankset with Wolftooth 38T DropStop chainring.
The harder part was getting the rear derailleur and cassette sussed out. I really like the way the Shimano XTR Shadow Plus rear derailleur felt. For me, Shimano has always has had the smoother-shifting feel. Believe me, I realize that something like SRAM Force 1 would have been easier. But to build the dankest, one must be a bit of a nonconformist. Problem was, in order to use the XTR with the Ultegra shifters and the 11-42 cassette, I needed some Batman-style gadgets.
Wolftooth Components, being as clever as they are, had two nifty devices that I could use. The Tanpan pull-adjuster for the Ultegra-to-XTR cable path, and the Goatlink 11 which would allow the normally 11-40 XTR compatible with 11-42. Though it sounds like overkill, it actually works really well. The shifting is smooth and accurate. When routing the inner cable through the Tanpan, it must be really tightly pulled through the pulleys and the cable bolt. Otherwise, the barrel adjusters will have too much slack to tighten the action.
2017 Kona Sutra 650b XTR, Goatlink, and Tanpan detail
I also wanted wider tires and stiffer wheels. So, again, doing something completely unnecessary, I decided to build some 650b wheels. Both are 32 spokes, cross three, laced to WTB Asym i29 rims. I also put a DT Swiss 350 rear hub in the back wheel.
The handling is pretty nice. Even with the WTB Byway 650×47 tires, the effective diameter is still just short of what they were with the 700s. I need to get smaller cranks. Other than that, the bike handles like a dream. The stiffer wheel gives a great response on the road and the dirt. The wider tire certainly allows for better cornering and comfort as well.
Because I am always upgrading, eventually I want to get some Paul Components Klamper brakes and a new headset (suggestions welcome). I already have some Simworks Honjo brass Turtle 58 fenders that I need to tweak to fit as well. But that is for later. I hope you enjoyed checking out my dank bike. Build list, image gallery and comments below.
Build list (other than standard equipment):
Shimano XTR 11 Shadow Plus rear derailluer
Shimano XT crankset
Wolftooth Components Dropstop chainring, 38T
Shimano SLX 11-42 cassette
Wolftooth Components Goatlink 11
Wolftooth Components Tanpan
WTB Asym i29 rims (x2)
DT Swiss champion 2.0 spokes (x64) with brass nipples
I have what some would say would be an unhealthy obsession with steel-framed bikes. The fact that pedaling a heavier bike makes you exercise harder leaves that point moot. Recently, nostalgia got the best of me. I decided that I wanted to convert my Surly Long Haul Trucker to an all-around short-distance commuter and trail bike. The Surly Long Haul Trucker is one of those steel-framed bikes known for its strength and versatility. Indeed, anyone who buys one can take advantage of a good all-around geometry and the ability to customize the bike for almost any need. The Long Haul, or LHT, comes in two wheel sizes 26″ and 700c (in 56cm frames and above). I decided to take a look at the bike and see what I could create.
Being a rather untall fellow with shortish legs, I my Surly is 52cm frame (only available in 26″ wheels). I figured, for versatility’s sake, that this bike in 26″ would allow me the best range of customization. I could make a world tourer, a single speed commuter or a rigid trail bike. Having grown up in the 80s in Southern California, a rigid trail bike was what everyone had if they didn’t have a road bike or a beach cruiser. I can’t stand riding a beach cruiser, and since I have a Surly road-ish bike already, I opted to build myself a retro-inspired mountain bike á la 1982 Specialized.
A fiend of mine was sporting the above-mentioned Specialized with these nifty bullmoose handle bars by Nitto. I knew that Rivendell sold them but only in a threaded headset version. Since the Stormtrooper (as opposed to Stumpjumper…that’s what I am calling the LHT these days) had a threadless headset, I was at a loss. Thanks to the all-powerful Google Machine, I happened upon Fairweather which had a Surly LHT pictured with some threadless Nitto bullmoose bars! Being only around $80.00 US, I ordered the bars immediately. The next step was to re-route the shifting and braking.
Anyone who wants to get a lot of really nice aluminum components milled right here in the good ol’ USA, look no further than Paul Components. These guys make some of the nicest parts out there. Their braking components are second to none. I have their cantis on two other bikes and plan to put them on this bike as well. What I was really after was the thumbies. I took the Dura Ace bar end shifters and adapted them for use on the straight bullmoose bar and violá! Old Skool Stormtrooper in effect!
One of Surly’s most famous decals says “Fatties Fit Fine” and you will find it on the chainstays of most of their bikes. Indeed, the specs for the max tire width on the LHT according to Surly is 2.1″, although I think that a 2.25″ could be wedged in there as long as it has smaller knobs. I opted for the classic gumwalled Duro tires in 26 x 2.1. They hearken back to a time when there were only a few types of MTB tire available, and it was not uncommon to see a dude flying down the street with giant-knobbed tires buzzing like a 4×4. So these fit the bill. It already comes with a Shimano LX triple drivetrain which I left stock because retroness.
So I’m all set. I will keep you updated on the progress. I plan to install some Paul brakes and cable hangers and new pedals (undecided). Rundown of parts and costs after the gallery.
Surly Long Haul Trucker Front End Detail
Surly Long Haul Trucker Bullmoose Handlebar Detail
Surly Long Haul Trucker Front Shifter and Bell Detail
Surly Long Haul Trucker Rear Shifter Detail
Surly Long Haul Trucker Front Wheel Detail
Surly Long Haul Trucker Front Hub Detail
Surly Long Haul Trucker Crankset Detail
Surly Long Haul Trucker Rear Brake Straddle Detail
Surly Long Haul Trucker Cassette and Rear Derailleur Detiail
If you’ve read any of my posts you would probably infer that I hold bicycles pretty high in the hierarchy of super important things that humans have invented. Indeed, the bicycle as we know it evolved from a long history of rich people’s toys and false starts. I find it rather unfortunate that the modern bicycle finally began to be taken seriously about the same time cars and airplanes were invented. Indeed, if horses didn’t poop so much and weren’t so damn skittish, maybe we wouldn’t have bothered with the automobile. Imagine a world where people went places by bicycles and horses. Nope. Too easy. Humans would rather go to great expense to suck oil out of the ground to make a vehicle so energy inefficient that the only plus side is that it makes it easier for teenagers to make out in private.
So what does this have to do with the picture above? It’s to illustrate my point at how awesome bikes are. There’s beauty in simplicity and patience. How such dysfunctional race of beings that infest a planet they don’t care about can make such a simple machine that, despite its drawbacks (it’s not as fast as a car) can get us where we need to go just blows my mind. Seriously: we can ride a bike anywhere given enough time. Not only that, bicycles have a low cost of entry (pretty much anyone can afford one), they are cheaper to fuel (burritos give the best milage per unit), and they can be stunning examples of simplistic beauty. No matter what kind of bike you ride, they are all beautiful not only because some can be aesthetically so. But even the cheapest POS from REI still does the same thing as a Rivendell or S-Works Tarmac Disc…it has two wheels and moves you forward. You need at least one leg and a lot of patience to operate one.
<nonconformist_view> Patience, Dear Reader, is something that cars have destroyed — a hundred years ago. They have literally sucked it out of the earth as if they drank our milkshake.
I’m not saying that we should all hate the automobile. I just think that, deep down inside, they are ugly and dirty.
So I have been dabbling in video lately. The bank that I work for wanted to put together a series of social media videos about their new mobile app. There was no budget so I just raised my hand and did it. The only catch was, it would have to star yours truly. So check it out. It has very little to do with bicycles, but they’re in there somewhere.
A little while back we met George and his old Trek. It was his only form of transportation and he really loved that old bike. Then, a few weeks back, a drunk driver crashed into his bike while it was locked up on the sidewalk. That’s what happens when you combine enabling, alcohol and really large, metal vehicles that weigh more than 150 pounds. But that’s another story and one of my main problems with cars in general.
As you may have guessed, the bike was totaled. I mean, now the frame is hanging on his wall like a broken guitar. Sort of a weird but beautiful piece of art that reminds him of a different time.
In order to move past his old Trek, George came in an bought himself a Surly Disc Trucker. Talk about an upgrade. In my opinion, the geometry and versatility of tire sizes and rack mounts make this the perfect bike to fill the slot as George’s one and only mode of transportation. He rounded out the purchase with a nice Brooks B-17 Imperial saddle and a bitchin Kryptonite lock. And now that Surly is equipping the LHTs with a Shimano XT drivetrain, his new bike will be super reliable and able to tackle more varieties of roads and hills.
It’s almost as if the drunk driver enabled George to go further on his bike than before. Bicycles, my dear reader, are huge enablers. Enablers of awesome. See gallery below of George’s new bike:
Surly Steer Tube – Uncut
Cutting the Steer Tube of a Surly Long Haul Trucker
2012 Surly Long Haul Trucker
2012 Surly Long Haul Trucker Top Tube detail
2012 Surly Long Haul Trucker LX Drivetrain detail
2012 Surly Long Haul Trucker with Brooks B-17 Imperial Saddle