Folks, LEAP the online magazine is on indefinite hiatus. Quite frankly, I ended up doing everything on my own and when combined with real life – well, I need contributions from the atlantic arts community and the expectation has been either I should “know” or I should be chasing people down to do interviews. As a one-man show, I need all of the help I can get!!

We’ll see if that changes now that I’ve thrown it out into the ether. Visit me over at williamclarke.informe.com for info on collecting editions and surprise new info.

Final Report – On the road!

By William Clarke

After a full day running and adjusting cables on Oct. 30, I finally took the carbon out for a shakeout ride Halloween. Satisfied it supported my weight (!!!), I wanted to slowly stress the frame and stretch the cables with a very light pedal around the town – okay, across the causeway (Which would be an excellent course for a no-holds-barred road kilometer TT…).

A few shots of the recent build

As it was very gusty that Saturday, the ZIPP 440 wheels forced me to use a little muscle as they did an outstanding job of catching the crosswinds! In addition to the base frame size being 54cm instead of the 56cm of my GT, the sloping top tube really played tricks with my saddle height so it wasn’t set properly. Pedaling in my Salomon approach shoes, I couldn’t get enough stretch in my legs – and that made my bars feel like I was reaching up. I also discovered a stiff chain link when I decided to see what would happen if I stomped on the pedals. As expected, there was no softness in the BB and my energy went into turning the wheels.

(Of course, I made mental notes of all of these adjustable issues, and the ZIPP wheels are plenty light and super stiff so they probably had an impact on that little ride!)

It’s balance was spot on as well, executing low speed turns with aplomb both in the saddle and up on the pedals.

Slow steering?

Now, during my research I read two reports about “slow” steering. Exactly what is that supposed to mean? Doesn’t the wheel change direction everytime you nudge the bars? How can those simple physics be quantified in that manner, especially when there’s nothing between the action and reaction? In my mind, you turn the bars and the bike goes with it – turn a little or turn a lot, I don’t see where that action can realistically be termed fast or slow.

(Okay, here are the details for you engineers; 72.5 degree head tube, 73.5 degree seat tube, and the Kinesis fork has a 45 degree rake. The OEM fork would be 43.)

I found I was able to slide through turns as easily as thought and so far, the Chinese no name is feeling like an exceptional value!

After I re-tuned the derailleurs and brakes, in between visits from Halloween ghouls and goblins, I put the Titec seatpost / Ponza saddle combo onto the bike to get the leg extension I like to have. Again, the frame is about an inch smaller than the GT and subtracting another inch for the top tube drop means a longer seatpost is a must. The Titec measures 350mm uncut so there’s plenty of post showing as well as in the tube. I also sanded the head tube bur I mentioned in a pre-report first photo, added spacers above the stem to compress the Kinesis steerer and went for a real ride on a wet Sunday morning.

Roadwork

Wow. Okay, to say this buildy is light is really re-stating the obvious!

I put on my cycling clothes and shoes for a real road test. I went the 50k to Bridgetown and back at various speeds over relatively flat terrain, finishing healthily sweat-dampened. The ride, even on the ZIPP tubeys, was so s-m-o-o-o-th I felt like I could sit on that bike forever. The frame absorbed road shock very nicely, but I didn’t attempt to hit every hole fully weighted on the saddle either – it wasn’t necessary to sit those as traffic was light enough to move around most.

Tracking a straight line, at speed, was no problem either. The bike performed as it should riding no hands and using weight shifts to steer (Yes! I wear a helmet EVERY ride). I also jammed hard both in and out of the saddle, on the hoods and the drops, with the bike responding with no hesitation, sway or noise. In fact, the only sounds were a low hum (frame harmonic) and a click as that (still) stiff link passed through the cage!

And I think I’m gonna like hills next year because climbing was waaaaay too easy. The combination of frame stiffness and 175mm crankarms made sitting hills stupid easy even rolling into a stiff headwind. I don’t know if I’m that much fitter or what, but I hate hills and for the first time in my life felt like I wasn’t mashing to get over the top. I think it makes a statement about frame design when you don’t feel you need to stand to keep up the pace – all of that energy going directly into the drivetrain is a pleasing sensation.

Conclusion

Well, my non-scientific appraisal of this particular carbon frame is that, so far, it has been money wisely spent for my cycling goals. It has opened the door to the world of carbon bicycles so much so that I don’t think I’ll be buying anymore aluminum frames! I also have to say riding my no-name makes me wonder what riding one of the super name-brand, lifetime warrantied frames would be like.

Is there really a significant value or performance gain at anywhere from six to 10 times the price – and more?

At a sport/club riding level, I don’t see how that’s possible – and when you look at how much you could save without a brand name and/or lifetime warranty, I think it’d be pretty easy to keep an extra frame hanging around for when you might need it – again, without the heavy premium price.

On the other side of that, you can have any colour you want; as long as it’s black.

That means if you opt for fancy custom paint, you’re on your own and you’ll need to account for whatever that may cost.

In closing, I hope my experience as a non-professional, non-world class and non-compensated enthusiast helps you with making your decision to purchase this or any other carbon frame. Remember; carbon, by its nature, is a risk anyway.

Just don’t expect this, or any other frame, to magically make up for a lack of miles in your legs.

Part 3

By William Clarke

The build commences!

Drivetrain

 

Many parts arrived last week from China, the UK and USA and if you jump back to Part 1, you’ll notice I plainly stated my goals with this project. I have no interest in owning another super racing bike when my requirements are for adequate performance as a sports cyclist – and most racing cyclists at the non-national level don’t need a lot of the components they want. It’s the levels above that where equipment really does begin to matter.

Keeping that in mind, what started this whole carbon thing for me was getting those ZIPP 440 wheels (They were sooo light!!) and finding 88bikefun on Ebay as a source for a carbon frame within my budget. As I said in Part 1, there are many different material combinations and quality levels for carbon fiber frames. This is not one of the “better” frames, but at roughly 10 percent of the price, you have lots of justification to load up on higher-priced components!! In my case (with about $20,000 in photo gear and five bikes this year) I opted for the relatively inexpensive path of used and salvaged parts for the initial build. Oh! Local mechanic Doug Brown dropped by to take a look and concluded the frame follows the Specialized frame design.

Bars and Stem

I have posted many more photos at http://mason5.pinkbike.com/album/The-no-name-carbon-build-up/ and have to say the most expensive purchases were the Brand X carbon-wrapped bars ($37 new) and Campagnolo Xenon brifters. I purchased both from Chain Reaction Cycles in the UK and must confess I was heartily dismayed upon opening the package. Although the 10 spd brifters were a mere CDN$67, nowhere did CRC state cables were not included – a translation from a French review indicated the package included cables – nevertheless, I noticed the same brifter is still posted on their site at twice the price – and I’d like to think that new price includes the Campy cables!

No problems installing the brifters. All I needed to do was tighten the band and peel up the hoods to route cables (which at this point I don’t yet have.). Yes, Xenon is the low-end Campy group to compete with Shimano on entry-level bikes. The levers and body are some type of composite and even without the cables you’re not going to find new brifters anywhere at the price I paid!

Rear Hanger

The Shimano 105 rear derailleur ($30 used) threaded cleanly into the alloy hanger, and it was at that point I discovered the frame did not have a chain hanger. For those who don’t know, a chain hanger is a small post (normally brazed) on the right seat stay so your chain doesn’t slap when you remove the wheel. I’ve always found them nice to have!

I then installed the 175mm FSA Gossamer 53/39 crankset ($50 NEW) with the Mega-Exo bottom bracket (included).

Gossamer

The BB cups threaded like butter; smooth and without any hitches. I must say I was surprised not to find a solid axle! The hollow axle is integrated with the crank spider body. Once the right cup was installed, I pushed the axle through, placed the sleeve, then installed the left cup. The left crank arm dropped onto the splines and was locked in place with two, recessed, 5mm bolts and a threaded cap.

Next up was the scariest part – clamping on the Ultegra front derailleur ($37 used). Nobody wants to hear their carbon crunch and I would have been much, much happier if the frame had come with a mount. Although a torque wrench is the smart way to go, I opted for secure versus so-tight-you-can’t-turn-the-wrench. Basically, I positioned the fd knowing the carbon would “grab” quickly. I then tightened the bolt so it was snug and pushed the chain guide with one finger to be certain cable load won’t cause it to move.

Having said all of that about the drivetrain – you might have caught the whole “Shimpagnolo” thing. Yes, all of my wheels are Shimano and the only non-Shimano part of the drivetrain are the Campagnolo brifters – which might normally open up a minor can of worms. In this case, my research indicates Campy 10 spd brifters will work with Shimano 8 spd drivetrains with a minor jig cabling the rear derailleur. And if it doesn’t work, I’ll just get an SRAM rd.

Headset

The Chinese OEM carbon headset ($20 new) will have to wait until I decide which fork will be exclusive to this bike. I had decided to use my Kinesis carbon forks and swap as needed, but I may go ahead and order the companion forks from the same seller.

Over the next few days I’ll cable it up and with that fork swap, I’ll be able to test ride it by the weekend.

So excluding wheels and seatpost clamp, the entire carbon bike will have cost around $750 – and would have been a lot less had I just swapped over all of my GT parts. This way I’ll still have a winter / training / back up bike and with the build now projected to be completed before the first snowflake falls, my winter project will be finished just in time for me to put the carbon on a trainer for those stupid cold blustery winter days – and start thinking about converting to SRAM!!

Note; All photos are by me. If you need to use them, let me know.

Part 2

By William Clarke

My no-name carbon frame arrived as I was out riding the morning of Oct. 5. The first comment from Madeleine was that she

couldn’t believe the almost-weightless cardboard box contained a bicycle frame. I was equally surprised at how light the box was,

but it didn’t take long to begin assessing.

Yes, shipped by EMS from Hong Xing’s Pet Products Ltd. in China, the carton was a standard corrugated cardboard box sealed

with packing tape around all of the seams. It contained no markings (like ‘fragile’) and gave no clue to its contents. The total

weight was marked as 2.9kg with the frame itself supposedly weighing less than half of that total at 1.2kg.

Putting that into perspective, we purchased a new oven roaster over the weekend that weighs more than this 54cm frame!!

Anyway, the frame tubes were wrapped in closed-cell foam while the head tube was also enclosed by corrugated cardboard. All

of this was inside of a foam bag, but their was no overpack inside the carton so the frame was literally at the mercy of the carrier.

Perhaps Canada Customs removed the overpack during inspection? There has been a major drug bust recently in Halifax

involving Chinese connections, so I wouldn’t be at all surprised at heightened dilligence regarding packages from there.

The photos point out little details I thought to share, but overall the frame is indeed 12K carbon weave and seems to have been

finished with a pristine clear lacquer top coat. Even though it’s dark gray to black, the frame sparkles from all angles. Every

major opening also featured a cap and I noticed a small bur at the bottom of the headtube. It will probably to be covered up by

the in-transit carbon headset. I was pleasantly surprised to find cable stops cleanly installed and the added bonus of a cable guide

beneath the bottom bracket. One oddity is the left chainstay appears to have been “flattened” in the middle. Because it’s beneath

the lacquer, I wonder if this is by design?

In any event, I positioned the frame beside my GT, aligning the rear dropouts and bottom bracket. The top tube does not

appear to drop as much as the Specialized-type frames. However, the frame is only a 54cm so that might account for the top

tube remaining relatively level as it sweeps to the seat tube. The head tube angle does lengthen the wheelbase in relation to my

GT, so I expect once it’s on the road the steering won’t be as tight.

Overall, I have to say the frame appears to have been well turned out and next is the build-up. I’m also dabbling with the idea of

getting another frame to have when this one fails.

Oooops.

Did I just slip somthing in there? Let me explain; I’ve been following the blog, Busted Carbon, and checking out what happens

when these frames are involved in some sort of mishap. Typicaly, riders have been doing something, like riding into concrete

posts or meeting motor vehicles, that causes sudden failures of their carbon components. The bikes literally explode on major

impact!

In some cases, riders have reported doing absolutely nothing when next they know they’re looking up at the sky. That is pretty

scary when you consider carbon has gone everywhere to make stupid light (and expensive!) bicycles. Even now I wonder if this

feathery light frame really has the ability to carry me safely over the roads, let alone stand up to the juking and jumping involved

in racing. I guess the jury will be out on that for a few months, but check out Busted Carbon with a small caveat; understanding

the many, many, many carbon frames and accessories in daily use around the world, maybe we’ll be the lucky ones?

Up next;

The build begins!

Carbon frame arrives

My no-name carbon frame arrived as I was out riding the morning of Oct. 5. The first comment from Madeleine was that she couldn’t believe the almost-weightless cardboard box contained a bicycle frame.

I was equally surprised at how light the box was, but it didn’t take long to begin assessing.

Yes, shipped by EMS from Hong Xing’s Pet Products Ltd. in China, the carton was a standard corrugated cardboard box sealed with packing tape around all of the seams. It contained no markings (like ‘fragile’) and gave no clue to its contents. The total weight was marked as 2.9kg with the frame itself supposedly weighing less than half of that total at 1.2kg.

Putting that into perspective, we purchased a new oven roaster over the weekend that weighs more than this 54cm frame!! Anyway, the frame tubes were wrapped in closed-cell foam while the head tube was also enclosed by corrugated cardboard. All of this was inside of a foam bag, but their was no overpack inside the carton so the frame was literally at the mercy of the carrier.

(Perhaps Canada Customs removed the overpack during inspection? There has been a major drug bust recently in Halifax involving Chinese connections, so I wouldn’t be at all surprised at heightened dilligence regarding packages from there.)

A view of bottom tubes

The photos point out little details I thought to share, but overall the frame is indeed 12K carbon weave and seems to have been finished with a pristine clear lacquer top coat. Even though it’s dark gray to black, the frame sparkles from all angles.

Every major opening also featured a cap and I noticed a small bur at the bottom of the headtube. It will probably to be covered up by the in-transit carbon headset. I was pleasantly surprised to find cable stops cleanly installed and the added bonus of a cable guide beneath the bottom bracket.

One oddity is the left chainstay appears to have been “flattened” in the middle. Because it’s beneath the lacquer, I wonder if this is by design? In any event, I positioned the frame beside my GT, aligning the rear dropouts and bottom bracket.

Bottom stays, note the flat one!

The top tube does not appear to drop as much as the Specialized-type frames. However, the frame is only a 54cm so that might account for the top tube remaining relatively level as it sweeps to the seat tube.

The head tube angle does lengthen the wheelbase in relation to my GT, so I expect once it’s on the road the steering won’t be as tight.

Overall, I have to say the frame appears to have been well turned out and next is the build-up. I’m also dabbling with the idea of getting another frame to have when this one fails.

Oooops.

After hitting post in race

Did I just slip something in there? Let me explain; I’ve been following the blog, Busted Carbon, and checking out what happens when these frames are involved in some sort of mishap. Typicaly, riders have been doing something, like riding into concrete posts or meeting motor vehicles, that causes sudden failures of their carbon components. The bikes literally explode on major impact!

In some cases, riders have reported doing absolutely nothing when next they know they’re looking up at the sky. That is pretty scary when you consider carbon has gone everywhere to make stupid light (and expensive!) bicycles. Even now I wonder if this feathery light frame really has the ability to carry me safely over the roads, let alone stand up to the juking and jumping involved in racing. I guess the jury will be out on that for a few months, but check out Busted Carbon with a small caveat; understanding the many, many, many carbon frames and accessories in daily use around the world, maybe we’ll be the lucky ones?

Up next;

The build begins!

Part 1

By William Clarke

From Hong Kong, With Caveats

You may have seen these offered for sale or auction in different places on the net; stupid cheap carbon frames shipped from Hong Kong. I was intrigued by the different styles and couldn’t believe the prices – so I went ahead and ordered one, without the fork, for a grand total of CDN$386 including shipping.

Was it a wise investment or a waste of money?

I think at this point I should backtrack and tell a little about myself and my goals. This knowledge will help you to better weigh my results in your own decision whether or not to purchase one of these frames. I raced road and track from the late 70s to mid 80s so I’ve been around the block with both custom-built road and track bikes and I’ve played the game of “better” parts must surely equal “faster” bike. I retired from racing, ALL athletics in fact, in 1986. From then until 2007, I smoked cigarettes and performed zero fitness activities. Although I did quit smoking, I didn’t return to athletics until May 2009 when I began cycling. I weighed 215 pounds and just wanted to get into shape, lose the extra pounds and practice high-level wellness. I’d like to return to club racing in 2010, primarily as a social activity as I’m waiting to see what the off-season brings to my fitness.

And I don’t need the latest pro-grade gear because I believe all great deeds come from the miles in your legs. As a result of all of these things, I figured I’d like to try a carbon frame that I could use for sport riding and club-level racing, but not break the bank with another super road bike. My hope is its geometry and usability will provide what I need as a sport-performance cyclist with the benefits of a full carbon frame.

The quick decision

Before I made the order, I searched over the net and found an American fellow with a similar dilemma. Contrary to the majority of advice posted on that forum, he ordered his frame and reported the bike functions perfectly except for slow steering. A fellow on another forum echoed that sentiment, adding his frame had many “rattles” and that there was noise from the cables rubbing over the head tube. As an owner of a brand name commercial carbon frame, he referred to his no-name as “definitely” his B bike. A third owner weighed in on that same forum and raved about his bike, providing a complete series of photos as well as enthusiastic recommendations for people looking into the same deals.

Wilcard's completed project

It’s important to mention that my frame hasn’t yet arrived from Hong Kong – but it shouldn’t have a sloping top tube, similar to the Specialized Roubaix, as those above. That’s not to say the major angles are different or that steering is not indeed a “problem.” To that end, my plan is to swap over the brakes, crank, post, saddle and Kinesis carbon fork from my 2006 GTR Series 4 and finish the build with new Campy Xenon shifters (cheap), used 105 9-speed derailleurs, used PZR stem, new carbon headset and new carbon ergo bars. I also plan to salvage the Sugino GXP crank and Dia Compe brakes from my Norco winter bike and transfer those over to the GT. Basically, I hope to end up with a very rideable carbon road bike and the GT will become my all-season bike – and backup if anything goes wrong.

Carbon Caveats – Welcome to the jungle!

The frame I ordered looks very similar to a Pinarello Prince. There are differences in the no-name’s more rounded head tube and straighter seat stays, and I passed on the Pinarello-styled wavy front fork. As I await its arrival, I’ve been wondering about what the differences are between my $300 carbon and the $2,000+ branded carbons. Chatter on some forums suggests the bulk of the world’s carbon framesets come from a few factories in China and Taiwan, then are branded for their end markets. That means a Bianchi or Scott only becomes a Bianchi or Scott after it’s been ordered and delivered to those companies. Without getting into the super-scientific details of carbon frames, they’re basically a blend of carbon fibre, and other materials, woven into a fabric for a specific use.

According to German manufacturer, Storck, carbon fibre is measured by the width of the weave. For instance, a 1K weave will be approximatley 1mm in width while a 12K weave will be much larger at approximatley 12mm. 1K is a very rare fibre used in the cycling industry, is lighter and provides a more supple ride than a larger weave. 12K is the largest weave and makes for the stiffest “feeling” ride. It is slightly heavier and much less expensive to use in production, hence one part of the price difference. You can get an indication from how the carbon looks; if it’s a blocky pattern it’s probably a larger weave.

The other major part of the carbon question is the material’s tensile strength. According to Easton Sports, The modulus is a relative indication of the stiffness of the particular fibre or component. The trade-off between the different modulus is the toughness and price. The higher you go in modulus the more brittle the material becomes. In carbon fibre, there are numerous different moduli available; Standard (S) -32 to 34 Intermediate (IM) – 42 to 44 High (HM) – 50 to 62 and Very High (VHM) – 100 to 130. The industry in general uses approximately 95 percent standard modulus fiber, 4 percent intermediate and 1 percent high to very high modulus fibers.

Putting this knowledge into perspective, the Pinarello Prince uses 50HM1K carbon – a high-modulus carbon that has a tensile strength of 50 tons per square cm (50HM), and an exterior weave of 1000 weaves per crossing (1K). Although the frame I selected looks very similar to the Pinarello, the manufacturer didn’t mention the modulus, but did say it’s a 12K weave – another clue to its low price and similarity to the 2009 Pinarello FP3, a frame with 30HM12K. All of the above means that unless a manufacturer explicitly tells you what is in their blend – you have know way of knowing exactly which material you’re buying! In this regard, there’s a huge comfort factor in paying a premium price for the branded frames, if only to soothe your weary mind. Therefore, I’m willing to take the risk the no-name frame isn’t going to be dangerous junk – that’s not to say no risk exists and if you’re considering one of these frames you need to be aware caveat emptor rules the transaction.

Next;

Frame arrives! Before doing anything else, I’ll be photographing the packaging and naked frame. Remember, this seller has a few different styles and from a recent experience with cycling shorts, I might not receive what I thought I ordered!!!

By William Clarke

You may have seen these offered for sale or auction in different places

on the net; stupid cheap carbon frames shipped from Hong Kong. I was

intrigued by the different styles and couldn’t believe the prices – so I

went ahead and ordered one, without the fork, for a grand total of

CDN$386 including shipping.

Was it a wise investment or a waste of money?

I think at this point I should backtrack and tell a little about myself

and my goals. This knowledge will help you to better weigh my results in

your own decision whether or not to purchase one of these frames.

I raced road and track from the late 70s to mid 80s so I’ve been around

the block with both custom-built road and track bikes and I’ve played the

game of “better” parts must surely equal “faster” bike.

I retired from racing, ALL athletics in fact, in 1986. From then until

2007, I smoked cigarettes and performed zero fitness activities. Although

I did quit smoking, I didn’t return to athletics until May 2009 when I

began cycling. I weighed 215 pounds and just wanted to get into shape,

lose the extra pounds and practice high-level wellness. I’d like to

return to club racing in 2010, primarily as a social activity as I’m

waiting to see what the off-season brings to my fitness. And I don’t need

the latest pro-grade gear because I believe all great deeds come from the

miles in your legs.

As a result of all of these things, I figured I’d like to try a carbon

frame that I could use for sport riding and club-level racing, but not

break the bank with another super road bike. My hope is its geometry and

usability will provide what I need as a sport-performance cyclist with

the benefits of a full carbon frame.

The quick decision

Before I made the order, I searched over the net and found an American

fellow with a similar dilemma. Contrary to the majority of advice posted

on that forum, he ordered his frame and reported the bike functions

perfectly except for slow steering. A fellow on another forum echoed that

sentiment, adding his frame had many “rattles” and that there was noise

from the cables rubbing over the head tube. As an owner of a brand name

commercial carbon frame, he referred to his no-name as “definitely” his B

bike. A third owner weighed in on that same forum and raved about his

bike, providing a complete series of photos as well as enthusiastic

recommendations for people looking into the same deals.

It’s important to mention that my frame hasn’t yet arrived from Hong Kong

– but it shouldn’t have a sloping top tube, similar to the Specialized

Roubaix, as those above. That’s not to say the major angles are different

or that steering is not indeed a “problem.”

To that end, my plan is to swap over the brakes, crank, post, saddle and

Kinesis carbon fork from my 2006 GTR Series 4 and finish the build with

new Campy Xenon shifters (cheap), used 105 9-speed derailleurs, used PZR

stem, new carbon headset and new carbon ergo bars. I also plan to salvage

the Sugino GXP crank and Dia Compe brakes from my Norco winter bike and

transfer those over to the GT.

Basically, I hope to end up with a very rideable carbon road bike and the

GT will become my all-season bike – and backup if anything goes wrong.

Carbon Caveats – Welcome to the jungle!

The frame I ordered looks very similar to a Pinarello Prince or Look.

There are differences in the no-name’s more rounded head tube and

straighter seat stays, and I passed on the Pinarello-styled wavy front

fork. As I await its arrival, I’ve been wondering about what the

differences are between my $300 carbon and the $2,000+ branded carbons.

Chatter on some forums suggests the bulk of the world’s carbon framesets

come from a few factories in China and Taiwan, then are branded for their

end markets. That means a Bianchi or Scott only becomes a Bianchi or

Scott after it’s been ordered and delivered to those companies. Without

getting into the super-scientific details of carbon frames, they’re

basically made of a blend of carbon fibre materials woven into a fabric

for a specific use.

According to German manufacturer, Storck, carbon fibre is measured by the

width of the weave. For instance, a 1K weave will be approximatley 1mm in

width while a 12K weave will be much larger at approximatley 12mm. 1K is

a very rare fibre used in the cycling industry, is lighter and provides a

more supple ride than a larger weave. 12K is the largest weave and makes

for the  stiffest “feeling” ride. It is slightly heavier and much less

expensive to use in production, hence one part of the price difference.

You can get an indication from how the carbon looks; if it’s a blocky

pattern it’s probably a larger weave.

The other major part of the carbon question is the material’s tensile

strength. According to Easton Sports, The modulus is a relative

indication of the stiffness of the particular fibre or component. The

trade-off between the different modulus is the toughness and price. The

higher you go in modulus the more brittle the material becomes. In carbon

fibre, there are numerous different moduli available;

Standard (S) -32 to 34 Intermediate (IM) – 42 to 44 High (HM) – 50 to 62

and Very High (VHM) – 100 to 130.

The industry in general uses approximately 95 percent standard modulus

fiber, 4 percent intermediate and 1 percent high to very high modulus

fibers.

Putting this knowledge into perspective, the Pinarello Prince uses 50HM1K

carbon – a high-modulus carbon that has a tensile strength of 50 tons per

square cm (50HM), and an exterior weave of 1000 weaves per crossing (1K).

Although the frame I selected looks very similar to the Pinarello, the

manufacturer didn’t mention the modulus, but did say it’s a 12K weave –

another clue to its low price.

All of the above means that means unless a manufacturer explicitly tells

you what is in their blend – you have know way of knowing what exactly is

in the material! In this regard, there’s a huge comfort factor in paying

a premium price for the branded frames.

Next; Frame arrives!

Before doing anything else, I’ll be photographing the packaging and naked

frame. Remember, this seller has a few different styles and from a recent

experience with cycling shorts, I might not receive what I thought I

ordered!!!Part 1

By William Clarke

You may have seen these offered for sale or auction in different places

on the net; stupid cheap carbon frames shipped from Hong Kong. I was

intrigued by the different styles and couldn’t believe the prices – so I

went ahead and ordered one, without the fork, for a grand total of

CDN$386 including shipping.

Was it a wise investment or a waste of money?

I think at this point I should backtrack and tell a little about myself

and my goals. This knowledge will help you to better weigh my results in

your own decision whether or not to purchase one of these frames.

I raced road and track from the late 70s to mid 80s so I’ve been around

the block with both custom-built road and track bikes and I’ve played the

game of “better” parts must surely equal “faster” bike.

I retired from racing, ALL athletics in fact, in 1986. From then until

2007, I smoked cigarettes and performed zero fitness activities. Although

I did quit smoking, I didn’t return to athletics until May 2009 when I

began cycling. I weighed 215 pounds and just wanted to get into shape,

lose the extra pounds and practice high-level wellness. I’d like to

return to club racing in 2010, primarily as a social activity as I’m

waiting to see what the off-season brings to my fitness. And I don’t need

the latest pro-grade gear because I believe all great deeds come from the

miles in your legs.

As a result of all of these things, I figured I’d like to try a carbon

frame that I could use for sport riding and club-level racing, but not

break the bank with another super road bike. My hope is its geometry and

usability will provide what I need as a sport-performance cyclist with

the benefits of a full carbon frame.

The quick decision

Before I made the order, I searched over the net and found an American

fellow with a similar dilemma. Contrary to the majority of advice posted

on that forum, he ordered his frame and reported the bike functions

perfectly except for slow steering. A fellow on another forum echoed that

sentiment, adding his frame had many “rattles” and that there was noise

from the cables rubbing over the head tube. As an owner of a brand name

commercial carbon frame, he referred to his no-name as “definitely” his B

bike. A third owner weighed in on that same forum and raved about his

bike, providing a complete series of photos as well as enthusiastic

recommendations for people looking into the same deals.

It’s important to mention that my frame hasn’t yet arrived from Hong Kong

– but it shouldn’t have a sloping top tube, similar to the Specialized

Roubaix, as those above. That’s not to say the major angles are different

or that steering is not indeed a “problem.”

To that end, my plan is to swap over the brakes, crank, post, saddle and

Kinesis carbon fork from my 2006 GTR Series 4 and finish the build with

new Campy Xenon shifters (cheap), used 105 9-speed derailleurs, used PZR

stem, new carbon headset and new carbon ergo bars. I also plan to salvage

the Sugino GXP crank and Dia Compe brakes from my Norco winter bike and

transfer those over to the GT.

Basically, I hope to end up with a very rideable carbon road bike and the

GT will become my all-season bike – and backup if anything goes wrong.

Carbon Caveats – Welcome to the jungle!

The frame I ordered looks very similar to a Pinarello Prince or Look.

There are differences in the no-name’s more rounded head tube and

straighter seat stays, and I passed on the Pinarello-styled wavy front

fork. As I await its arrival, I’ve been wondering about what the

differences are between my $300 carbon and the $2,000+ branded carbons.

Chatter on some forums suggests the bulk of the world’s carbon framesets

come from a few factories in China and Taiwan, then are branded for their

end markets. That means a Bianchi or Scott only becomes a Bianchi or

Scott after it’s been ordered and delivered to those companies. Without

getting into the super-scientific details of carbon frames, they’re

basically made of a blend of carbon fibre materials woven into a fabric

for a specific use.

According to German manufacturer, Storck, carbon fibre is measured by the

width of the weave. For instance, a 1K weave will be approximatley 1mm in

width while a 12K weave will be much larger at approximatley 12mm. 1K is

a very rare fibre used in the cycling industry, is lighter and provides a

more supple ride than a larger weave. 12K is the largest weave and makes

for the  stiffest “feeling” ride. It is slightly heavier and much less

expensive to use in production, hence one part of the price difference.

You can get an indication from how the carbon looks; if it’s a blocky

pattern it’s probably a larger weave.

The other major part of the carbon question is the material’s tensile

strength. According to Easton Sports, The modulus is a relative

indication of the stiffness of the particular fibre or component. The

trade-off between the different modulus is the toughness and price. The

higher you go in modulus the more brittle the material becomes. In carbon

fibre, there are numerous different moduli available;

Standard (S) -32 to 34 Intermediate (IM) – 42 to 44 High (HM) – 50 to 62

and Very High (VHM) – 100 to 130.

The industry in general uses approximately 95 percent standard modulus

fiber, 4 percent intermediate and 1 percent high to very high modulus

fibers.

Putting this knowledge into perspective, the Pinarello Prince uses 50HM1K

carbon – a high-modulus carbon that has a tensile strength of 50 tons per

square cm (50HM), and an exterior weave of 1000 weaves per crossing (1K).

Although the frame I selected looks very similar to the Pinarello, the

manufacturer didn’t mention the modulus, but did say it’s a 12K weave –

another clue to its low price.

All of the above means that means unless a manufacturer explicitly tells

you what is in their blend – you have know way of knowing what exactly is

in the material! In this regard, there’s a huge comfort factor in paying

a premium price for the branded frames.

Next; Frame arrives!

Before doing anything else, I’ll be photographing the packaging and naked

frame. Remember, this seller has a few different styles and from a recent

experience with cycling shorts, I might not receive what I thought I

ordered!!Part 1

By William Clarke

You may have seen these offered for sale or auction in different places

on the net; stupid cheap carbon frames shipped from Hong Kong. I was

intrigued by the different styles and couldn’t believe the prices – so I

went ahead and ordered one, without the fork, for a grand total of

CDN$386 including shipping.

Was it a wise investment or a waste of money?

I think at this point I should backtrack and tell a little about myself

and my goals. This knowledge will help you to better weigh my results in

your own decision whether or not to purchase one of these frames.

I raced road and track from the late 70s to mid 80s so I’ve been around

the block with both custom-built road and track bikes and I’ve played the

game of “better” parts must surely equal “faster” bike.

I retired from racing, ALL athletics in fact, in 1986. From then until

2007, I smoked cigarettes and performed zero fitness activities. Although

I did quit smoking, I didn’t return to athletics until May 2009 when I

began cycling. I weighed 215 pounds and just wanted to get into shape,

lose the extra pounds and practice high-level wellness. I’d like to

return to club racing in 2010, primarily as a social activity as I’m

waiting to see what the off-season brings to my fitness. And I don’t need

the latest pro-grade gear because I believe all great deeds come from the

miles in your legs.

As a result of all of these things, I figured I’d like to try a carbon

frame that I could use for sport riding and club-level racing, but not

break the bank with another super road bike. My hope is its geometry and

usability will provide what I need as a sport-performance cyclist with

the benefits of a full carbon frame.

The quick decision

Before I made the order, I searched over the net and found an American

fellow with a similar dilemma. Contrary to the majority of advice posted

on that forum, he ordered his frame and reported the bike functions

perfectly except for slow steering. A fellow on another forum echoed that

sentiment, adding his frame had many “rattles” and that there was noise

from the cables rubbing over the head tube. As an owner of a brand name

commercial carbon frame, he referred to his no-name as “definitely” his B

bike. A third owner weighed in on that same forum and raved about his

bike, providing a complete series of photos as well as enthusiastic

recommendations for people looking into the same deals.

It’s important to mention that my frame hasn’t yet arrived from Hong Kong

– but it shouldn’t have a sloping top tube, similar to the Specialized

Roubaix, as those above. That’s not to say the major angles are different

or that steering is not indeed a “problem.”

To that end, my plan is to swap over the brakes, crank, post, saddle and

Kinesis carbon fork from my 2006 GTR Series 4 and finish the build with

new Campy Xenon shifters (cheap), used 105 9-speed derailleurs, used PZR

stem, new carbon headset and new carbon ergo bars. I also plan to salvage

the Sugino GXP crank and Dia Compe brakes from my Norco winter bike and

transfer those over to the GT.

Basically, I hope to end up with a very rideable carbon road bike and the

GT will become my all-season bike – and backup if anything goes wrong.

Carbon Caveats – Welcome to the jungle!

The frame I ordered looks very similar to a Pinarello Prince or Look.

There are differences in the no-name’s more rounded head tube and

straighter seat stays, and I passed on the Pinarello-styled wavy front

fork. As I await its arrival, I’ve been wondering about what the

differences are between my $300 carbon and the $2,000+ branded carbons.

Chatter on some forums suggests the bulk of the world’s carbon framesets

come from a few factories in China and Taiwan, then are branded for their

end markets. That means a Bianchi or Scott only becomes a Bianchi or

Scott after it’s been ordered and delivered to those companies. Without

getting into the super-scientific details of carbon frames, they’re

basically made of a blend of carbon fibre materials woven into a fabric

for a specific use.

According to German manufacturer, Storck, carbon fibre is measured by the

width of the weave. For instance, a 1K weave will be approximatley 1mm in

width while a 12K weave will be much larger at approximatley 12mm. 1K is

a very rare fibre used in the cycling industry, is lighter and provides a

more supple ride than a larger weave. 12K is the largest weave and makes

for the  stiffest “feeling” ride. It is slightly heavier and much less

expensive to use in production, hence one part of the price difference.

You can get an indication from how the carbon looks; if it’s a blocky

pattern it’s probably a larger weave.

The other major part of the carbon question is the material’s tensile

strength. According to Easton Sports, The modulus is a relative

indication of the stiffness of the particular fibre or component. The

trade-off between the different modulus is the toughness and price. The

higher you go in modulus the more brittle the material becomes. In carbon

fibre, there are numerous different moduli available;

Standard (S) -32 to 34 Intermediate (IM) – 42 to 44 High (HM) – 50 to 62

and Very High (VHM) – 100 to 130.

The industry in general uses approximately 95 percent standard modulus

fiber, 4 percent intermediate and 1 percent high to very high modulus

fibers.

Putting this knowledge into perspective, the Pinarello Prince uses 50HM1K

carbon – a high-modulus carbon that has a tensile strength of 50 tons per

square cm (50HM), and an exterior weave of 1000 weaves per crossing (1K).

Although the frame I selected looks very similar to the Pinarello, the

manufacturer didn’t mention the modulus, but did say it’s a 12K weave –

another clue to its low price.

All of the above means that means unless a manufacturer explicitly tells

you what is in their blend – you have know way of knowing what exactly is

in the material! In this regard, there’s a huge comfort factor in paying

a premium price for the branded frames.

Next; Frame arrives!

Before doing anything else, I’ll be photographing the packaging and naked

frame. Remember, this seller has a few different styles and from a recent

experience with cycling shorts, I might not receive what I thought I

ordered!!!

Halifax, NS ~ Lawrencetown author and publisher Lesley Choyce is challenging both the province’s MLAs and MPs to beef up their summer reading by offering them a free copy of the latest release from Pottersfield Press; Nova Scotia: Visions of the Future.

Nova Scotia: Visions of the Future is a forward-looking anthology of 44 of the region’s finest writers and thinkers putting forth their personal vision of the province for the years ahead.

“This is a very diverse – and sometimes very surprising – collection of writing,” notes Choyce. “I believe that it serves as an important document of where we are now and where we are headed and that our leaders could learn a great deal from reading it.”

The compilation includes contributions by the likes of former NS Premier Rodney MacDonald, Green Party leader Elizabeth May and award-winning authors Farley Mowat, Tom Gallant, Marq de Villiers, Budge Wilson and Harry Thurston

An official launch party will take place on Thursday, July 9 at Stayner’s Wharf on the Halifax waterfront from 6pm-8pm and is open to the public.

Choyce has extended a personal invitation to MLAs and MPs from across the province to attend. “I’ll make sure they get a copy of the book, one way or another.”

Nova Scotia: Visions of the Future is available at bookstores throughout the province and through Nimbus Publishing; 1.800.NIMBUS9 / customerservice@nimbus.ca

Check out Lesley’s Q&A about the book in the June issue of Leap.