Surly Travelers Check Update: the Gravelers Check

Surly Travelers Gravelers Check
The Surly Gravelers Check at Power Lines, Mission Canyon Catway in Santa Barbara, CA

[Image gallery at the end of the article.]

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:

  1. 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.
  2. 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.
  3. 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.
  4. 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.

Okinawa and the Surly Travelers Check

The Surly Travelers Check in Okinawa

[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

At the Okinawa Peace Memorial Park.
The Okinawa Peace Memorial Park is just off highway 331 in the southern part of the island.

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.

Somewhere on the 330 in Naha, Okinawa
Some of the intersections like the 330 to the 221 in Okinawa can be downright confusing.

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

The view looking north towards the end of the Nakagusku visitor’s route.

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!

Yours Truly at Taira Cycle in Chatan, Okinawa.

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.


Surly Straggler: A Cyclocross Experiment

Surly Straggler 1x11 Ultegra to XTR via Tanpan.

Surly Straggler 1×11 Ultegra to XTR via Tanpan.

I spoke to Captain Obvious and he told me (confidentially) that cyclocross is kind of a big deal. I was loath to believe him as I usually don’t trust people with ridiculous names. But a quick look at sites like the Radavist convinced me. It’s everywhere!

Cyclocross has been around since the early 20th century. It was a niche category with niche bike builds (usually totally custom) and a little-understood reason for why anyone would want to ride a drop-bar bicycle in the mud. As it turns out, human beings, especially cyclist humans, are filthy creatures. They love getting all dirty and holding it up as a badge of honor. Remember that guy who drove his 4×4 to get groceries with his truck all covered in mud from the last time it rained? The same theory applies to cyclocross. It’s just plain rad, is what it is. There’s nothing like getting all tricked out in some amazing, colorful kit, then getting it all muddy. Entropy is awesome. As humans and cyclists, we’re damn good at it.

So in response to getting older and wanting to be more awesome, I decided to build a cyclocross bike…only build one that would get me more points in the rad department. Though not a pure cyclocross frame, the Surly Straggler seemed to fit the bill for my needs. I love steel and Surly makes some pretty nice frames with disc tabs. I decided to do a frame-up compete build from scratch, including lacing my own wheels. So strap in and get ready, I about to attempt to blow your mind…

After acquiring a mint-colored 54cm Surly Straggler frame from my shop, I set to work building the wheels. Since I wanted to get a nice colorway going, I thought lacing red anodized White Industries XMR 6-bolt disc hubs to WTB Frequency Team CX hoops would look pretty neat-o. DT Swiss 2.0/1.8 Revolution spokes? Don’t mind if I do.

Disc brakes are always fun, but I’m a bit of a scaredy-cat when it comes to hydraulic disc setups. I am still not comfy with the whole bleeding and olive and barb thing. Besides, cables are easy to maintain and can be fixed in the field. So I took a look at the new Paul Components Klampers and decided that the cool factor was too high for me to ignore. After much truing of the wheel and bolting on of the discs, I had a rolling frame.

Next was the drive train: I could have gone the traditional 2-by route and got myself a Ultegra or CX-specific setup. But I wanted to go deeper. I wanted the ability to climb, race, and haul heavy loads (like myself, for instance). I chose an Ultegra-to-XTR-via-Tanpan setup. Didn’t get all that? Well I wanted STI shifters, a single chainring, and the ability to run a 40-tooth cog. The only thing I could see that works well enough is the Wolftooth Components Tanpan cable pull adjuster. Now, with a Wolftooth 39-tooth narrow-wide chanring attached to my Ultegra crankset and connected to an 11-40 cassette lovingly cradled by an XTR 11-speed derailleur, I could get as rad as I want.

Combine all this with Salsa Cowbell 2 Handlebars,  Thompson stem and seat post, Chris King Headset, Brooks Cambium C15 saddle, Raceface Atlas pedals (until I get used to the ride), and S-Works Renegade 29 x 1.8 tires, I am now ready for some serious dirt assault. It’s entropy time!

Partial build list (costs MSRP or sale in US Dollars at the time of posting). Please order from and support your LBS (local bike shop) unless link provided below:

  • Surly Straggler 54 cm frame – approx. $500.
  • WTB XMR 6-bolt disc hubs – Front: $189, rear, $379.
  • WTB 32-hole Frequency i19 Team CX rims – $79.95 x 2.
  • Shimano Ultegra 6800 Crankset – $169.99 from Chain Reaction.
  • Shimano Ultegra 6800 2×11 shifters – $196.49 from Chain Reaction.
  • Shimano XT M8000 11-speed 11-40 tooth cassette – $59.95 from Chain Reaction.
  • Shimano ICE-Tech SM-RT86 6-bolt rotors (160 mm) – $32.00 x 2
  • Paul Components Klamper short pull disc brake calipers – $175.00 x 2
  • Wolftooth Components 39-tooth Chainring for 110 BCD 4-bolt Shimano cranks – $78.95. Get direct.
  • Wolftooth Components Tanpan inline pull adjuster – $39.95. Get direct.
  • Shimano XTR M9000 Shadow Plus Medium Cage rear derailleur – $149.99 from Chain Reaction.
  • Thomson Elite X4 70mm MTB stem (31.6 clamp) – $99.99
  • Thomson Elite 27.2 seat post – $99.95
  • Chris King Red Sotto Voce 1-1/8 Threadless Headset – $149.99
  • Brooks Cambium C15 saddle – $175.00
  • S-Works Renegade 29 x 1.8 tires – $59.95 x 2
  • Salsa Cowbell 2 handlebars – $50.00
  • Salsa Lip Lock seat post clamp (30.0 clamp) – $22.00
  • Raceface Atlas pedals – $150.00

Ride it!

Stormtrooper: Surly Long Haul Trucker

Surly Long Haul Trucker Retro MTB

Surly Long Haul Trucker Retro MTB

(See gallery below for more images!)

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.

Build list:

  • Bike: 2014 Surly Long Haul Trucker – Smog Silver MSRP $1,350.00
  • Handlebars: Nitto B903 Threadless Bullmoose bars. $78.00 (buy here)
  • Brake Levers: Paul Components Canti Levers. $128.00/pair (buy here)
  • Shifting: Paul Components Thumbies. $74.00/pair (buy here)*
  • Tires: Duro Gumwall MTB, can be found on eBay for about $19.99 per tire.

*Does not include bar-end shiters. Use the stock Dura Ace that come with the LHT.

 

I’m famous…

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.

George Gets Surly and Rides Again

George and his Surly Disc Trucker

George and his Surly Disc Trucker

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:

May the (SRAM) Force Be with You

It’s the simple things in life that keep us happy. For me, it was when my good friend Tyler was adjusting the shifting on the SRAM Force rear derailleur after that long San Diego ride. Like I said. It’s the simple things.

Dean and the Celeste Blue Acquisition

Dean and his beautifully-restored 1964 Bianchi road frame.

Going to ride a beautifully-restored 1964 Bianchi road frame.
Shot in Downtown Santa Barbara, CA

So my friend Daniel Quinones has a buddy named Dean who just acquired possible the most beautifully-restored Bianchi road frame I have ever seen. It’s amazing what you can find with just a little perseverance and patience. Dean found this frame on Craigslist. He got it from a guy who repaints and restores frames and was offering the frame for an almost-unheard-of price. “So what?” you say. Big deal, it’s just another celeste blue frame with a Bianchi sticker on it. If any of you out there are saying that silently to yourselves, well, reevaluate your priorities. Either that, or just open your mind a little bit. In case you forgot, it’s that squishy thing behind your eye holes and above your neck.

Listen.

Quality steel is hard to come by these days. Sure, you can get a bitchin’ steel frameset from Surly and ride around screaming “Surly double-butted 4130 ChroMo – NATCH!” until your vocal cords resemble loose guitar strings. Maybe a few people will listen to you. Nothing against Surly, I love those bikes. I have two of them. But when your rolling on Italian steel (coincidentally, my old nickname from high school…better not to ask), you can just scream “Andiamo!” and have something worth talking about in a conversation. This bike comes from the same legendary line that produced the Paris-Roubaix-winning bike for Fausto Coppi in 1950. They are the oldest bicycle company in the world producing 45,000 frames a year by 1900. That’s the turn of the last century…Let that marinate in your brain case next time you are riding dirty on your Taiwanese whip. Dean plans to throw an internally-geared drivetrain on this bad boy and ride the F out of it. We’re going to keep tabs on Dean and his bike as the project progresses. So don’t touch that dial. Hey, check some more images of his frame below!

– Italian Steel

2014 Jake the Snake: Quick Review

Like I was saying earlier about cyclocross: the bikes that some companies are coming out with are just fantastic. If you are looking to get into cyclocross, Kona might be a good place to start. There are four bikes in the Jake series for 2014: from entry level to high end they are the Jake, Jake the Snake (pictured), Major Jake and Super Jake. The reason why the Jake the Snake is a better choice than the jake is mainly the price. For MSRP of $1,699 US, you get some pretty nice features. The main one that impressed me is the tapered headset. You get an FSA 57B internal with sealed cartridge bearings. The tapering is important: even though the frame is made of the same Racelight 7005 Aluminum and is stiff to begin with, the tapered headset gives much more stability and response. That’s important when you are barreling down a decline surfaced with a mix of mud, gravel and dry grass. Also, the biggest bang for your buck comes from the Shimano Ultegra group and tubeless-ready wheels. It’s a great platform to learn on and you can upgrade it with nicer parts after you beat the crap out of the stock parts. If you want a good sub-$2,000 do-it-all bike, this may be the one. Yes, I know I am always saying that Surly is the way to go on account of the steel awesomeness they create. But Kona is a great company that makes race-worthy bikes and their employees do a lot of personal R and D on the frames. The Snake is definitely not Fred-worthy, so they deserve a test ride at your local Kona dealer with a subsequent purchase. You will not be disappointed. Plus it looks great in pictures!

Tyler

Tyler and a 2014 Kona Jake Cyclocross Bike.

Tyler and a 2014 Kona Jake Cyclocross Bike.
Shot in an alley off Ortega Street in Santa Barbara, CA

Some of you may not know about cyclocross. It’s a sport that has been around for quite a while but has really blown up lately. It started out as a steeplechase format where you would ride your bike from one point to another across fields and fences, rivulets and hills in relatively straight line. Nowadays, it is done on a preset track loop with a certain amount of dirt, mud, inclines, etc. What it boils down to is you ride a road bike with knobby tires through the mud and gravel, getting dirty and rad the whole way. There are sections where you must dismount and carry your bike up steps or inclines. The bikes needed to race cyclocross used to be just modified steel road frames that used cantilever brakes and knobby 700 x 35mm tires. Now, there are special models available from a number of manufacturers made specifically with cyclocross in mind. The Kona Jake line is a good example of where cyclocross is heading. Disc brakes are becoming more common and aluminum frames are reserved for the lower end price ranges.

But due to the less-than-aggressive geometry of these bikes, they make fantastic commuters. I myself have a Surly Crosscheck that I built up with a SRAM Force road gruppo and a Brooks saddle. Although it has a steel frame, it is light enough to get the job done and I don’t have to worry about being delicate with it. Cyclocross bikes are sturdy, comfortable and fast. The 700c wheel size means you have tons of options for tires and a larger cassette ratio means you can tackle the hills on your commute or on the course. Whether you call them CX, cyclocross or if you’re a Fred, a ‘cross bike, they are truly an awesome fit for lots of uses.