Cycling is one of husband's hobby you should care of

Yesterday my wife gave me a surprise when she told me to buy Canon EOS 1000D. Where was the idea come from? The question which I couldn't answer till now. She just said that my old photography hobby is something she missed, rather than cycling hobby I've done intesively which make me go away to the hills and mountains by my self; without her and Audrey...AHaa!!!! yup..she was jealous!!! Sometimes she complains when I upgrade the bike's parts. She always says that I've been slaved by the bike. May be I should aggree with her point...I've been addicted by the bike, I should see other hobby as a diversion. This also to safe the money, she said so. Here I'm attaching an article which happen to be matched with the topic, and also the time when I had the conversation with my wife, and the time when the topic came out at kompas.com is in the same day...What a coincidence!!

Dalam hal busana dan aksesori, suami sering menyalahkan istri karena menganggap selalu menghambur-hamburkan uang untuk membeli kebutuhan itu. Namun, bagi para istri, mungkin harus tahu juga bahwa suami pun memiliki pengeluaran yang besar untuk hobi.

Memang tak semua hobi mahal. Namun, Anda perlu tahu bahwa ada tiga hobi suami (pria) yang harus diwaspadai bila tidak ingin pengeluaran keluarga menjadi bengkak. Apa saja sih?

1. Rokok
Tidak bisa disangkal lagi, banyak pria di Indonesia yang menghabiskan uangnya untuk membeli rokok. Parahnya lagi, kalau Anda mau menghitungnya, pengeluaran untuk rokok ini cukup tinggi. Coba bayangkan, anggap saja satu bungkus rokok filter isi 12 batang seharga Rp 7.500. Sekarang, berapa lama sebungkus rokok itu dihabiskan suami Anda? Kalau sebungkus itu habis dalam waktu sehari, berarti pengeluaran keluarga Anda untuk membeli rokok sekitar Rp 225.000 sebulan. Itu baru rokoknya, belum lagi uang yang mungkin harus Anda bayarkan karena besar kemungkinan suami Anda bisa terkena penyakit paru-paru kronis ketika ia tua nanti.

2. Olahraga
Memang tergantung jenis olahraganya, tapi beberapa bidang olahraga tidak bisa dipungkiri dapat menghabiskan biaya yang cukup tinggi. Ini terutama pada bidang-bidang olahraga yang membutuhkan sejumlah peralatan yang mahal.
Apa saja olahraga yang butuh peralatan? Olahraga sepeda balap atau sepeda gunung, bowling, golf (jelas mahal sekali), bulu tangkis, dan tenis meja. Sekali lagi, tidak semua alat olahraga itu mahal, tetapi beberapa cabang olahraga tersebut memang memerlukan peralatan yang cukup mahal.

3. Mainan
Yang saya maksud dengan mainan adalah barang-barang yang sering kali membuat suami ketagihan.
a. Barang Elektronik. Contohnya, peralatan kamera untuk suami yang hobi fotografi atau peralatan sound system buat suami yang gila dalam mendengarkan musik.
b. Otomotif. Segala macam yang berhubungan dengan otomotif, entah itu kendaraan ataupun aksesorinya.
c. Pertukangan. Ini adalah hobi yang berkaitan dengan segala macam kegiatan pertukangan. Biasanya sih, kalau seperti ini, mungkin segi positifnya adalah bahwa suami Anda akan lebih sering membetulkan dan merenovasi rumah Anda.

Sekali lagi, hobi merupakan sesuatu yang kadang memang harus dilakukan. Kalau tidak dilakukan, Anda sekeluarga mungkin akan jenuh dalam menjalani hidup ini. Dengan menjalankan hobi, Anda punya kesempatan untuk mengatasi kejenuhan Anda. Jadi, Anda pasti mengeluarkan uang untuk hobi Anda. Tinggal bagaimana Anda bisa mengatasi hobi-hobi tersebut agar jumlah pengeluaran tidak membengkak.

source: kompas.com

Exogrid: someday you'll be mine

 

Beauty is More Than Skin Deep.

The patented Exogrid Technology adds another dimension to the already proven performance of the Racer X. The multi-material makeup of the frame’s down tube works to absorb the small washboard bumps encountered at high speed that the suspension can’t respond to. When you combine the lightweight downtube with the most efficient rear suspension platform in cross country today, the end result is a thing of beauty.

Rider-centric custom geometry is available on all Exogrid and titanium frames. Hand-crafted in Tempe, Arizona all of our Exogrid and titanium frames are available with custom geometry. The perfect fit of man and machine is easily achieved through our extremely simple Custom Fit Program.

Features:

• Seamless 3Al/2.5V titanium front triangle featuring a patented, Exogrid downtube
• Hand-crafted in Tempe, Arizona
• Custom tuned Fox RP23 provides100mm of rear wheel travel
• Precision machined 6Al/4V titanium shock tabs
• Triple, oversize, sealed-bearing main pivot
• Compression molded, multi-direction carbon fiber X-Link
• Hydro-formed chain-stay
• Clevis Style Horst Link pivots captures each dropout eliminating independent dropout flex
• Carbon seat-stay
• Sizes: XS, S, M, L, XL, Custom

 

Next Generation Full Suspension

Just like any cutting edge industry, the top players eventually reach a point where the products in the market place that the customers can choose from are all generally good. It happens with cars, motorcycles, computers, and now full suspension mountain bikes. Sure, there's still plenty of basic single pivot bikes and a few other generally outdated designs out there, but the top performers in the suspension world have basically adopted three types of designs. Please keep in mind that not all bikes are created equal. As with almost anything you can buy, just because a company touts a cutting edge design does not mean they are automatically cutting edge or high quality for that matter. A Hyundai may use a similar suspension design to a BMW, but that does not make them a top performer (sorry Hyundai). We believe that there are plenty of "good" bikes out there, but there are only a few truly great ones. So how do you know what the best suspension design out there is? How do you know what to buy? Read on and I'll tell you at the end.

FLOATING BOTTOM BRACKET DESIGNS
Floating Bottom Bracket shell designs were developed by GT Bicycles for use in their I-Drive system. This design as well as similar ones used by Maverick and Klein, place the entire bottom bracket and crank assembly as a floating pivot between the front and rear triangle of the bike. This differs from most full suspension bike designs, where the bottom bracket is part of the bikes front triangle, or in the case of a unified rear triangle design, the bottom bracket is part of the rear triangle assembly. Floating bottom bracket designs can exhibit most of the great characteristics attributed to full-active 4-bar link style designs in that they can be designed to resist pedal bob and the suspension can remain active under braking (i.e.: it does not lock the suspension out, stiffen it up, or raise the rear end of the bike as the rear brake is applied) Overall, this suspension system has always had potential. However, current designs on the market are not perfect. The current I-drive configuration, although lighter then the previous generation, is still fairly complex and has not changed enough to take true advantage of stable platform shock technology. The Maverick/Klein style floating bottom bracket design is straight forward, and relatively simple. However, the design is tied to a special front derailleur and a very custom rear shock which cannot be switched out for different brands of shocks as technology moves forward. Also, the design's very slack seat tube angle makes it difficult for some riders to attain the correct positioning over the pedals and there are some front derailleur shifting issues that seem to plague the current design.

Bottom Line
Floating Bottom Bracket designs have potential but still need some additional fine tuning to achieve the level of refinement available from some of the other fully active suspension designs on the market today.

Companies that feature these designs
I-drive: GT, Schwinn, Mongoose. Other Variations: Maverick, Klein, Seven

VIRTUAL PIVOT DESIGNS
Bikes referred to as Virtual Pivot Designs feature a double linkage that connects the front and rear triangle of the frame. This differs from a fully-active 4-bar link style bikes which use one pivot between the front triangle and lower swing arm with a single linkage up top to activate the shock. With virtual pivot designs, the attachment points of the two separate linkages from the front and rear triangle plus the length of each linkage will decide the overall path that the rear triangle moves through space. This path is infinitely tunable and is not restricted to a specific straight line or arc. The rear end of the bike can pivot in virtually any path determined by the designer. Because the main pivot point is always moving depending on where the rear suspension sits in its travel, an exact main pivot location does not actually exist, hence the name "Virtual Pivot".

When most people think "Virtual Pivot", they think of the VPP bikes by Santa Cruz and Intense. These bikes use a specific type of Virtual Pivot design that was originally developed and patented by Outland Bicycles about 10 years ago. The patents cover a specific linkage configuration and rear wheel travel path that is designed to aid the pedaling performance of a rear suspension bike without negatively affecting the overall bump absorption capabilities of the suspension. VPP bikes feature an "S" shaped rear wheel path. As the suspension moves through its travel, it does not swing a standard arc or move in a vertical wheel travel path. The path is similar to a stretched out or elongated "S". In addition, as the two linkages guide the rear wheel through this path, they reach a point about 25-30% into the suspensions travel where the two linkages oppose each other and form what can be best described as a very light lock-out or stopping point in the suspension travel. This point typically coincides with the amount of sag (the amount the suspension settles from your body weight) that you would run on a rear suspension bike. It takes very little bump force to move the linkages past their opposing point. The result is a bike that pedals well at the "sag" point yet is still relatively free to pick up bumps. So what's the downside? The double link design on any virtual pivot design adds a lot of complexity to the frame, and small linkages are forced to handle the majority of the frame loads, so frame stiffness and durability suffer in order to keep the weight down, or in the case of down hill designs, the frames become very heavy. Also, having a link behind the cranks severely restricts tire clearance making lighter, cross-country based virtual pivot designs with short chain stays almost un-rideable in muddy conditions. From a ride standpoint, the bikes pedal well when at the sag point but will still oscillate or bob on fire road type climbs or under hard sprinting. VPP designs still benefit heavily from stable platform shock technology to aid pedaling at other points in the suspension travel. Some riders contend that the bikes lack the lively accelerative feel of some other designs and don't maintain traction as well on climbs as some of the designs on the market. Finally, like single pivot bikes, VPP bikes suffer from brake jack, which is a stiffening of the suspension as the rear brake is applied, resulting in reduced bump absorption or potentially locked out suspension under hard braking. This is a problem that does not plague fully-active 4-bar designs.

What about other "Virtual Pivot" designs? Because the designer is free to send the rear wheel in whatever path, he/she desires, the possibilities are endless. However, there is no getting around the amount of moving parts, and overall complexity of any virtual pivot type design.

Bottom Line
"Virtual Pivot" designs are generally good 3rd generation suspension designs. Pedaling performance is an improvement over most single pivot designs. However, the complexity, frame stiffness vs. weight, tire clearance and overall chassis feel still leave them a step behind some of the more cutting edge fully active designs today.

Companies that feature virtual pivot designs
Santa Cruz, Iron Horse, Ibis, and Giant

4 BAR LINKAGE DESIGNS: AKA HORST LINK
There's never been a more hotly contested suspension design on the market than the 4-Bar linkage design with the Horst Link. This design has been around only slightly longer then the original Outland VPP, but its instant success and many attributes have made it the most valued and fought over suspension design in the world. The original design was developed by Horst Leitner at AMP research. The driving goal behind the design was to isolate braking forces from affecting the suspension performance. The first generation Horst bikes did not stiffen up or lift (brake jack) under hard braking. They were and still are to this day "fully active". The icing on the cake was that the original bikes pedaled better than anything else at the time.

The original Horst patents were purchased by Specialized Bicycles and are selectively licensed to only a few companies in the USA. In Europe and Canada where the US patents don't apply, Horst Link style bikes are the dominant suspension design. Just like with virtual pivots, and floating bottom bracket designs, many of today's 4 bar designs are at least 3 generations beyond the original. Everything has been changed to make the already great pedaling design even better without affecting the bike's excellent performance under braking. Four bar bikes, are light, strong and can be built extremely stiff without the complexity and issues associated with other suspension designs, plus they don't stiffen up under braking. If you own a suspension bike, you want the suspension to work. One of the worst traits a suspension bike can exhibit is to have the shock get progressively more locked out as you are braking hard into a bump filled corner. This is when you need the suspension most and this is just one of the areas where the 4 bar delivers and others can't.

So what's the downside? There is almost nothing bad that can be said about a well made 4-bar design. However, nothing is perfect. Because of the way the suspension works, long travel 4 bar bikes frequently need to have an interrupted seat tube design to the front triangle. Although there is no performance or handling downside to this, some riders prefer the traditional look of a standard front triangle and/or like to have the wider range of seat post adjustment of non-interrupted seat tube bikes.

Bottom Line
Current 4-bar designs from high end companies have the edge over anything else on the market. The ability to build light, class leading bikes at any travel range with ample tire clearance, great pedaling feel, in a fully active chassis with the highest level of durability is a combination that cannot currently be matched by any of the competing designs on the market.

So, are we a little biased? Of course we are, but that's ok because it's our article and there's no real need to be politically correct. The reality is that all the above designs are excellent. If you read closely, all references to the downsides of any particular design said "currently". That's not to say that any of these and maybe some new ones will be better. Maybe they will tackle the short comings of the current designs. With every generation, every model year, etc., we all continue to get better. Our competitors are working just as hard as we are to make sure their latest performs better then the last and we continue to develop products to stay ahead of our competitors. It's a game that never ends. But right now, I can say with the utmost confidence, that the ride, performance, durability, and just about any other measurable aspect of a Titus bike is better then our competition because it is not just the suspension design, and it is certainly not the marketing or the hype. It's about the details, and Titus does the details better then anyone. It's not just a pretty paint job, but a perfectly designed main pivot, the right size tubing to optimize lateral stiffness, and a partnership with the shock manufacturers to give us what we want and to not just accept what they have to offer. These are just some of the details that make a Titus a Titus. Yes, we just happen to build the most kick ass 4 bar, Horst link bikes, in the world, but it wouldn't matter if we were building virtual pivot or floating BB designs either. They would still be great and they would still be better because we sweat the details to make it the best bikes in the world and being better is what makes a Titus the bike to have in the past, present and well into the future. So, if you don't already own a Titus, you have no idea what you're missing and if you do, tell them what they are missing. In the mean time, keep on riding and we hope to see you out on the trail.

source: www.titus.com

Bike Vs Koteka

more picts

some of my dream bikes

Forks

Sizing

Do I need a 1” or 1 1/8” fork?

You can measure the diameter of the steerer tube of your current fork, which comes down out of your frame where your fork blades meet above the wheel. This is the part that runs up into your head tube. Most mountain bikes require 1 1/8". To be sure, simply measure the diameter of the tube, the distance from one side of the outside wall of the tube to the other.

What else do I need to know to determine fork compatibility for my bike?

Older forks are usually threaded. If your bike is newer, it may be outfitted with a threadless style fork. If this is the case, you need only worry about the diameter of the steerer tube (1-, 1 1/8, 1 ¼ or 1 ½ -inch). You can measure this by loosening and removing your stem from the fork and measuring the outer diameter of the steerer directly. Threadless forks need to use a threadless headset and stem. Threaded forks use a threaded headset and a stem with a quill.

In a threadless system the fork's steerer tube will pass through the head tube of your bike and the stem will clamp on to the portion of the steerer tube that rises above the headset. In a threaded system the fork's steerer tube goes into the head tube but does not pass through the top of your headset. In this system the stem (somewhat "L" shaped) inserts directly into the headset and fork's steerer tube.

The two systems are not compatible and you must use a threadless stem with a threadless fork, and a threaded stem with a threaded fork.

Threadless forks generally come with a steerer tube that is a standard length and must be cut once you determine the proper length for your bike.

Will I need any other parts to install my new fork?

All the new forks are set up for V-brakes and do not have a cable hanger on the brake arch. Since cantilever style brakes will not work without the cable hanger on the brake arc, you may need to upgrade to V-brakes (note you will also need to get V-brake levers). As long as you ordered the correct size fork, everything else should transfer over.

Threaded vs. Threadless

Is my fork threaded or threadless?

In a threadless system the fork's steerer tube will pass through the head tube of your bike and the stem will clamp on to the portion of the steerer tube that rises above the headset. In a threaded system the fork's steerer tube goes into the head tube but does not pass through the top of your headset. In this system the stem (somewhat "L" shaped) inserts directly into the headset and fork's steerer tube.

If your stem is threadless so is your fork. Older forks are usually threaded. If your bike is newer, it may be outfitted with a threadless style fork. If this is the case, you need only worry about the diameter of the steerer tube (1-, 1 1/8, 1 ¼, 1 ½ -inch). You can measure this by loosening and removing your stem from the fork and measuring the outer diameter of the steerer directly. Threadless forks need to use a threadless headset and stem. Threaded forks use a threaded headset and a stem with a quill.

Do you sell threaded forks?

No, all our forks are threadless. You can easily convert your bike to threadless by installing a new headset and new stem. Then you can get a threadless fork.


Travel/Damping

Would a long-travel fork or a short-travel fork be best for me?

It all depends on the kind of riding you do. Generally, long-travel forks are designed for downhilling and taking really big hits. But to be able to withstand this kind of abuse, they have to be a little beefier and therefore heavier. Most cross-country riders prefer the compromise of a shorter-travel fork – it will still smooth out the ride, but without adding as much weight as a true downhill fork will.

What is Damping?

Damping is how the fork controls the speed of movement through its travel. There are two kinds: Compression Damping refers to controlling the movement as the shock compresses as it hits a bump. Rebound Damping refers to controlling the movement as the shock extends back to its relaxed position.


Fork Selection

What kind of fork can I install on my bike?

The first thing you need to do is to determine what size of headset you have. To do this, measure the diameter of the steerer tube, which comes up out of where your fork blades meet above the wheel. This is the part that runs up into your head tube. Most mountain bikes require 1 1/8", while 1" is standard for most road applications.

This measurement, which is usually 1", 1 1/8" or 1 1/4", and will determine what fork you can mount on your bike. The standard size for '02 mountain forks is 1 1/8". The new forks will also require a "threadless" headset that will fit your head tube size and a new stem.

The new "threadless" system has several advantages over the old threaded system as it is a lighter weight and stiffer connection, meaning that you will have better control of your front end. Because of the complexity of mounting the new headset and cutting the new fork steerer, it is recommended that you have your local shop install your new fork for you.

We have several headsets and stems available on our web site when you are ready to proceed with that part of your conversion.

How will a new fork affect my frame geometry and the overall ride of my bike?

Before purchasing a fork, carefully consider the geometry of your frame. Unless your frame was designed specifically for a suspension fork, adding a shock with a large amount of travel will dramatically change the handling and geometry of your bike. If you do want to add a suspension fork, consider one with a travel of 80mm or less.

Similarly, if you already have a frame with a long travel rear suspension setup, you'll want to choose a suitable long travel front fork to complement the rear suspension.

How do I choose between a conventional and thru-axle fork?

A thru-axle fork provides maximum stiffness and better overall performance for downhill bikes. A conventional axle fork provides compatibility with older wheels and faster wheels changes in the event of a flat. Typically, a thru-axle fork will only be used on a downhill specific bike. Remember that your front hub must match your choice of fork.


Accessories

What kind of accessories are available for my suspension fork?

Pumps for specific brands of forks are available to maintain the proper air pressure, as well as shock boots fitted to specific brands/models.


Advantages of Suspension

What is the difference between a cross-country and a downhill fork?

Mt. Forks come in two general varieties, cross-country or downhill. Cross-country forks will vary from 63mm to 100 travel and are mainly mounted on front suspension frames. Downhill forks usually have a dual crown to beef up rigidity. Travel is from 100mm to 180mm and are mounted on full suspension frames built to handle this type of fork.

.................an article posted by sepedaku.com's moderator at sepedaku.com

Maxxis Crossmark

I bought crossmark 2.1 yesterday for my Patrol, thery subtitute my previous 2 years old maxxis highroller 1.95

. Here the review of crossmark from other, 

since I don't test it yet.

Maxxis CrossMark UST a review from mtbonline

I have been riding these for about 4 weeks now. Most of the riding has been on hardpack and a little in the mud (at Forest to Falls).

These tyres are intended for XC racing, so straight out of the box you expect them to roll fast. And they do. They do roll with ease. I find them “slower” than running the foldable Larssen TTs but this is because the foldables are significantly lighter than these, almost 200g.

Having said that, the new CrossMarks have a thing called LUST which stands for Lightweight Ultimate Sidewall Technology and what this means to you and me; is less chance of sidewall cuts, and it is in this department that I have been extremely impressed.

With all the sort of “urban” mountain biking that most of us do in JHB and Pretoria, tyres can take a real beating with glass, rocks etc. I have not had any problems with the CrossMarks. I have heard dreadful pinching noised as I speed over rocks, but no flats. In fact, I have not yet had a flat with these at all.

How do they look?

Well if you have seen the Larssen TT and the Mimo? You will notice some similarities with the CrossMark. The side knobs are a combination of the 2 tyres but then there is a big square knob running down the middle. Think if the TT and the Mimo had a love child, but because they are cousins there is sort of an abnormality. Giving birth to the CrossMark. The big square knob has sort of a cross in it resembling the Swiss flag.

The tyre was developed in conjunction with Christof Sausser. This was while he was riding for Siemens Cannondale last year, so ironically enough he will never be seen riding it as he can only ride the big S products this year.

By their own admission the tyre does not corner that well. On the box they only rate it 2 for cornering out of 4 and rate it 4 for rolling resistance. But I find that the tyre corners very well. Over the last couple of weeks I have grown more confident and have really been whipping my bike in the singletrack and the tyres have not let me down. I am running them at about 38 PSI and this seems to be the sweet spot. Lighter riders can push it down to 35 PSI.

I have also been impressed with the mud performance. Even though they are not intended for mud riding at all, I had them on at Forest to Falls and the mud cleared far better than the TT’s that I had on for Barberton and Haenertsburg.

We will be riding these for the Epic this year. Yes there is a weight penalty over running foldables! But the puncture and sidewall protection are a must for the event.

Oh, and they won’t break the bank! I paid R345 per tyre. Compared to my other favorite the Racing Ralph this is about R250 cheaper per tyre!!

www.maxxis.com

Suamiku Penyepeda

Here I have an interesting article from Mrs. Sekar whose also a cycling lover. May be you'll get inspiration from her story and afterward you'll love for 
cycling too... like we do.

Suamiku penyepeda…
Kemana-mana naik sepeda, baik jalan-jalan (pakai sepeda bukan kaki) antar anak sekolah atau untuk cari uang alias kerja. Rute, kemana aja hayuh.. Genjot dari rumah ke stasiun kereta api, sepeda diangkat ke gerbong, sampai stasiun tujuan turun lanjut genjot ke tempat yg dituju. Atau titip sepeda di tukang mi rebus 24 jam di terminal bis untuk besoknya diambil dan genjot lagi.. tidak lupa sarapan lagi mi rebus pake telor.

Berantem teruuuuuus…
Awal dulu nyepeda, tiada hari tanpa ribut antara kami berdua.. Biasanya saya yg nyolot duluan melihat apa yg suami lakukan, ada mobil kok naik sepeda, jauh lagi! Kalau di jalan kenapa2 gimana?! Perang dunia sering terjadi terutama kalau suami diam2 antar atau jemput anak dg sepeda, goodness me! Mau rasanya saya buang itu sepeda!!

Sepeda berdandan..
Sepeda yg dulunya biasa2 aja, sekarang sdh lengkap dg lampu kecil yg kalau dipakai malam hr akan ketap ketip jd org yg nyupir di belakang sepeda bs lebih aware, lampu cat eye utk di depan jg nyala terang bener, bel ting tong yg lumayan nyaring (ayah pulang tuh tereak anak2, pdhal msh jauh bener dr rumah) panniers di kanan kiri, speedometer (yg akhirnya hilang jg di kereta api krn ditinggal ngobrol dg penyepeda lain pdhal sdh jd bukti otentik ribuan kilometer yg sdh dikayuh..) Perlengkapan diri lainnya, helm hadiah dr adik tersayang krn sebel jg liat abangnya nyepeda cm pake topi pet! Vest yg ada spotlight crossnya dipunggung yg kl di tempat gelap bs nyala sampai suatu ketika ada org tereak dlm bhs jawa: lho lho… kae klambine murup! (lho lho itu bajunya menyala!) Jas hujan warna jambon (merah muda gonjreng!!) yowis, biar aja jambon yg penting kl ujan dalemnya garing

Komentar dan reaksi banyak orang..
Ada kalanya dulu kl ada orang mencari rumah kami, dengan mudah menemukan karena pak Satpam kompleks akan mengatakan itu yang banyak sepedanya! Karena selain 2 sepeda anak2 kami, pernah ada 3 (ya betul, TIGA) sepeda milik suami sy. Mobil mengalah parkir di luar! Pernah jg sy ditelpon klien suami mengatakan, suruh suamimu itu berhenti di pinggir jalan, hentikan taksi dan naikkan itu sepeda ke dalam taksi, itu krn si klien kawatir suamiku terlambat sampai tempat pemotretan, atau sekali waktu sehabis pemotretan, suamiku “dinaikkan” ke dalam mobil bersama sepedanya, krn si partner ngenes melihat suami ngayuh lumayan jauh (tp seminggu kemudian suami si partner ini malah mengirim sebuah sepeda untuk suamiku, ya ampuuun…)

Antar anak ke sekolah..
Ken Kinasih, bungsu kami perempuan 4 th, tiap pagi diantar sekolah naik sepeda. Sepeda ayah dipasangi kursi duduk utk anak yg muat sampai 20 kg, warna merah beli di sebuah toko sepeda di keb.lama, 85 ribu pdhal sebelumnya barang yg sama kami lihat di toko sepeda gede lebih mahal, Ken nyaman duduk diikat (pakai seatbelt) di kursi itu dengan seragam sekolahnya, tidak lupa jaket dan kalau dingin ditambah celana training, syal plus sarung tangan, tdk ketinggalan helmnya warna pying (maksudnya ken, pink)

Nyepeda jauh bareng anak..
Karena hampir tiap hari ayah anak2 sy nyepeda lumayan jauh (bogor-jakarta-bogor) Brama Mahasara 8 th, yg memang sehari2nya sering kelebihan tenaga, minta ikut naik sepeda ke Jakarta. Jadilah rute Taman Cimanggu (rumah) ke stasiun, naik kereta sampai Ps Minggu ngayuh ke Cipete (rumah mbah) mampir dulu di pejaten minum es klamud (kelapa muda) dekat studionya maissy (penyanyi anak2 th 90an) nginep semalem bsknya lewat rute yg sm, pulang bawa oleh2 es klamud jg (at that time mertua sempat komentar ke anaknya (suamiku) kamu kok seperti IPDN yg dikomentari hanya cengengesan…) Atau pernah jg ke sekolah genjot bareng ayah, sampai sekolah sepeda diparkir bareng motor para guru, Brama senang, rada GR tepatnya, apalagi waktu teman2nya berkomentar, wah Brama naik sepeda ke sekolah! Sesekali Raka Dewangkara sulung kami, 12 th, bareng adik2nya dan ayah ikutan nyepeda, meninggalkan si ibu yg gak punya sepeda, putar2 tempat kami tinggal atau lebih jauh lagi. Anak senang ayahnya lebih senang..

Khayalan.. (jangan2 harapan ya..)
Ketika pulang dari tur memotret Toba-Tanah Lot tahun lalu (dg mobil bukan sepeda), di Jember suamiku cerita ketemu & berkenalan dg 2 bule naik sepeda dari Jerman menuju Australia, ups! Sy cm bs mbatin, oh please no, don’t say that you will ride your bike like them.. tp sy msh simpan kalimatnya suatu ketika dulu, ke Yogya naik sepeda kira2 berapa hari ya?

The milister and others..
Suamiku juga senang berlama2 di depan computer, browsing situs2 bersepeda atau ngobrol dg teman2 alam mayanya yg punya kedoyanan sama, nggenjot! Ada Oom Ranggapati (suamiku berharap bisa menengokmu naik sepeda & putar2 pulau Bali sambil tentunya, merancang bikin sepeda “ajaib”) atau para selebritis B2W (Oom Toto, kl para istri penyepeda berserikat & berkumpul, sy diajak ya!) atau ketemu teman lama (suatu hari suamiku cerita: gw ketemu Rully Kesuma, dia genjot dr Jati Asih ke kantornya di Proklamasi, trs Cepi Husada dr Rawalumbu ke kantor pusatnya McDonald) ada satu penyepeda yg pernah ke rumah kami dl di bintaro, ngobrol macem2 menyenangkan, siapa ya namanya, yg katanya mau ke jeddah naik sepeda? Atau ada sahabat seumur hidup, oom Alwin Basuki, nyepeda lagi oom ke bogor? Nanti dijemput di stasiun.. Pernah jg th 2005 kl tdk salah mau ikut anak2 Mapala & Yay Tunas Cendekia ke Gn Kidul motret aktivitas Sepeda untuk Sekolah, sekalian mau bw sepeda dr Yogya tp urung krn pekerjaan lain. Oom Yudhis Sudharsono yg slalu baik hati pd kami. Murid2 fotografi mas Darwis dg komentarnya utk pak guru mrk yg naik sepeda: wah greenpeace (hubungannya??) Mbak Kiki yg begitu sabar mempekerjakannya wah banyak sekali teman2 suamiku tdk bs disebut satu2..

Mumpung masih sempat..
Dg berjalannya waktu (tdk terasa sdh nyepeda 4 th) sepertinya daki2 ketidak-relaan (kl bs disamakan dg daki yg nempel di badan!) yg mungkin lbh tepat disebut ketidak-sukaan akan aktifitas menyepeda sebagai bagian dr tiap saat di hidup suamiku, hampir hilang.. presentasi ketidak-nyamanan memikirkan dirinya mengayuh entah di bagian mana dr bumi ini sementara cuaca tidak bersahabat dan waktu pun berputar terus, masih bersisa di hati, tetapi dengan sejuta pasrah dan doa, semoga Tuhan selalu menemaninya mengayuh..

Terima kasih sudah menjadi teman untuk anak-anakku selama ibunya sepertinya tidak punya banyak waktu untuk bersepeda bareng (beliin aku sepeda dong, yg lipet deh, nanti gantian kau aku pinjami..) Terima kasih sudah menebalkan telinga untuk omelan-omelan ku karena jutek abis liat dirimu lebih sering ngelus2 sepeda atau uplek dg tools sepedamu atau krn merasa sebel karena mengajak Ken ke bengkel sepedanya Oom Beben sampai kumel campur oli, atau Raka dan Brama yg kedip2an mata dg dirimu krn merahasiakan pergi ke satu tempat dg sepeda tp tdk mau terus terang sm ibunya..

Terima kasih yg tdk kalah besarnya, untuk semua teman suamiku, the milister, the cyclist, others.. as you all may not realize that all those things, times, become an important part of my husband life.. keep cycling guys!

I think its time for me to say, yes I do love you, tedi k wardhana..(so sad that we have not enough time together..)

(maaf ya pak moderator, besok2 sy bikin buku aja…)


Sekar Dinihari (istrinya penyepeda..)
Januari 10 2008 (it was your birthday & I suppose to give this as the birthday present..)

ditulis oleh Sekar, dikutip dari sepedaku.com

EUROBIKE: From a niche event to the world's leading bicycle show

Over 930 exhibitors: a new participation record - Important meeting place for all bicycle industry market players from Asia, America and Europe

When EUROBIKE opens its doors for four days from 4 to 7 September 2008, “all eyes will be on Friedrichshafen,” says Harald Troost, the European press relations manager for component manufacturer Shimano. Since its debut 17 years ago, the trade show on Lake Constance has undergone a remarkable evolution: Although it started out as only a niche exhibition for the new MTB scene, today EUROBIKE is the leading trade show of the international bicycle industry. This business event has an established place on the calendars of most European market players and is the industry event of the year for many manufacturers in Asia and America.

“EUROBIKE is – particularly for American suppliers with international distribution networks – definitely the most important trade show on the calendar. It offers an opportunity to meet the leading retailers from Europe along with an impressive number of distributors and wholesalers from around the world,” says Marc Sani, publisher of the US trade magazine Bicycle Retailer & Industry News. With trade visitors from 75 countries and the proportion of foreign exhibitors at 68 percent, the exhibition on Lake Constance is more than just the world’s largest bicycle show - it is also clearly the event with the most international character.

In addition to meeting a large number of retailers and sales partners, exhibitors at EUROBIKE benefit from the industry’s biggest press event of the year, attended by over 1,200 journalists. Harald Troost, who represents the market’s leading manufacturer of gear shifting components: “When I present something at EUROBIKE, everyone in the world who has something to do with bicycles finds out about it.” Shimano has no doubt that “EUROBIKE is the leading international trade show.”

That is a good deal of well-earned praise for a trade show that started with humble beginnings. Back in 1991, there were only 268 exhibitors when the event celebrated its debut. EUROBIKE was a product of that era: The bicycle market was going through a period of dynamic change. Mountain bikes from America were shaking up the fairly conservative structure of the sector and opening up the German market to new influences from abroad and a new generation of market players. But the young and rapidly evolving MTB scene still lacked the right exhibition platform in Germany.

Organizers at Messe Friedrichshafen were very much in tune with the impressive growth that the bicycle industry was experiencing. Between 1988 and 1991, the annual market volume in Germany soared from 3.8 million bicycles to over 6.7 million. Although this boom was triggered by German unification, it was primarily driven by the introduction of mountain bikes to the market.

The trade show grew with the market volume. In 1995 - in other words, four years after its premiere - the number of exhibitors had grown by 60 percent. Only a few years later, the event had 550 exhibitors, causing it to hit the capacity limit of the old exhibition grounds near the center of town in Friedrichshafen. The success of EUROBIKE was one of the main motivations for building new exhibition grounds in the new millennium.

The success of the new exhibition grounds has proven that local politicians and trade show organizers in Friedrichshafen made the right decision: With Fakuma, OutDoor and EUROBIKE, the city on Lake Constance is now home to a number of international exhibitions. The importance of expanding the trade show facilities is also reflected in the figures for the bicycle show: Since moving to the new grounds in 2002, the number of trade visitors from retail and industry has risen from 23,000 to over 34,000, despite mergers and acquisitions in the sector.

Exhibitors see the impressive reach of this industry meeting place as a definite advantage. “Nowhere else in Europe can you meet so many retailers, manufacturers and enthusiastic consumers. This is enormously effective for us as a company because we can connect with a large number of people at once,” says Stan Day, CEO and founder of the component producer Sram, which is a leading supplier of shock absorbing front forks, brakes, gear shifting technology and other components. Day directly attributes much of his company’s success to the “growth and support received through the trade show.”

Giant, the largest bicycle manufacturer in the world, also views EUROBIKE as the most important event of the year, says company president Tony Lo. According to the Taiwanese businessman, who is known throughout the industry for his visionary management style, EUROBIKE will become even more important in the future: “Given today’s rising oil prices, global warming and the increasing number of overweight people in the population, there is a large amount of worldwide interest in bicycles as a mobility and leisure product.”

Many foreign trade show visitors also feel that the venue on Lake Constance offers special advantages. Friedrichshafen has beautiful scenery, making the surrounding countryside the perfect place for cycling and nature sports. Since last year, this location advantage has been underscored by the Demo Day, an extra testing and technical trial day for trade visitors and journalists.

taken from eurobike-show.com

specialized 2009

Quickpost this image to Myspace, Digg, Facebook, and others!


Quickpost this image to Myspace, Digg, Facebook, and others!


Quickpost this image to Myspace, Digg, Facebook, and others!


Quickpost this image to Myspace, Digg, Facebook, and others!


Quickpost this image to Myspace, Digg, Facebook, and others!
taken from www.bikemag.com

2009 Specialized Bike

have you noticed that some bike manufacturers have already produced 2009 line up? This info surprised me....... in the middle of 2008 they have anounced and event 
distibuted their2009 products. The products are awesome and offcourse with so many new technology. Let's see Specialized 2009 products: 

The new Epic is lighter and stiffer. No big surprise there, right? I mean, aside from having more travel, that's kind of always been the aim of mountain bike design. The real story, however, is how they got there in the first place. It wasn't just by bolting on lighter parts…


21-POUND SUPER BIKE
The company shaved about 570 grams (that's 1.3 pounds for us `Mericans) off their flagship S-Works model. That means a medium S-Works Epic (minus pedals) now tips the scale at a mere 21.27 pounds. For a bike with four honest-to-goodness inches of travel, that's freaky light. The bike is also quantifiably stiffer: about 14 percent stiffer at the headtube and 23 percent stiffer at the bottom bracket.

Here's how they did it.


CARBON FIBER ALL OVER
For starters, the S-Works frame—main triangle, seatstays, chainstays… even one of the rear dropouts—is all carbon fiber. That, right there, is significant. Specialized is committed to the material—and not just for racing. You find carbon fiber used extensively on the five-inch travel Stumpjumper FSR platform and the six-inch travel Enduro platforms as well. Well, at least at the very high end of those two lines. Aluminum models still predominate in most model lines since the majority of us don't have several thousand to blow on our next bike, but the fact that Specialized deems carbon fiber fit for so many applications is impressive. The top two Epic models (the S-Works and Marathon) will feature carbon frames, though the Marathon version will use a more economical composite material in the main frame, paired to aluminum chainstays.

UNIQUE PARTS…LOTS OF THEM
The other key to shedding weight on the Epic is systems integration. In a nutshell, systems integration is a fancy way of saying "bike parts that are specifically designed to work with one another". Cannondale forged this notion a decade ago (think HeadShok, Lefty forks, proprietary bottom brackets, etc.), but the big companies like Specialized and Trek are now truly taking the notion to heart.


Consider this: when Specialized upgraded the '09 Epic's conventional 1.125 headtube to a tapered (1.5 to 1.125-inch) headtube, they didn't do it just for the inherent stiffness and weight advantages of a tapered steerer. Nope, Specialized was also looking at adding a larger diameter downtube that would mate to a wider-than-normal bottom bracket, which, taken altogether not only boosts front-end stiffness but also axle-to-axle stiffness.


All this systems integration stuff also means there are a host of proprietary parts on the new, higher-end Specialized bikes. For starters, there's as an S-Works crankset that the company claims is 100 grams lighter than an external bearing XTR crankset and bottom bracket. The S-Works crankset mates to an extra-wide 84.5-millimeter bottom bracket shell. It's a press-in bearing system similar to the new BB-30 standard, but it's wider still.


If you must run Shimano cranks, you can still run them by pressing in Shimano adapter cups. Same holds true for the tapered head tube. The headtube is designed to work with Specailized's own tapered-steerer forks, but you can run a lower race that will enable you to plunk in any 1.125-steerer fork.

BRING YOUR OWN SUSPENSION
Specialized's "systems integration" push clearly extends to their suspension as well. The 2009 S-Work Epic now sports the company's Future Shock E100--a three-pound, four-inch travel fork that contains the company's Brain compression-damping technology. The fork is light and stiff--due, in part, to its one piece carbon fiber steerer and crown. While we can't attest to its reliability, I can say that the fork performed damn well during the press launch. We spent a couple days riding the singletrack around Camp Tamarancho. I've ridden there plenty and was honestly surprised to find that the Specialized suspension products performed so well. I can't make direct comparisons to either Fox or RockShox models (I'd have to swap out forks and conduct back-to-back rides on the same bike), but initial impressions are good.

EPIC EXPERIENCE
After touring the Specialized compound, we eventually wound up at Camp Tamarancho, in the hills above Fairfax. For all of you who've never had a hiking staff thrown at your head (welcome to Marin County), Tamarancho is one of the very rare, mountain bike-legal singletracks within striking distance of San Francisco. This, of course, is because it is not publicly owned. The Boy Scouts of America owns the 480-acre spread and they lease it out to local mountain bikers. You pay for a day or yearly pass and you get to ride.

The whole pay-to-play thing would kind of suck (we really should have legal access on the public lands we pay taxes to preserve), but once you're actually riding Tamarancho, you quickly forget about Marin County's trail access ugliness. Solid singletrack, some of it rocky, almost all of it windy and damn good, winds through dense redwood forest, sun-dappled oak forests and grassy meadows.

Not that I was actually doing much sightseeing on the Epic. The bike is meant to be ridden fast. When your full-suspension rig weighs as little as a road bike and doesn't bob around like a drunk when you stand up and crank, well, it's hard to refrain from punching the gas here and there.

So yeah, the bike is quick and efficient. Rockets up climbs and all that jazz. I imagine you know all about the BRAIN technology, so I won't flog a dead horse on that score. What really impressed me, however, was how versatile the bike is. Sure, this is a race bike, but then again, you can dial back the firmness on the BRAIN shock (I found the suspension a little harsh in its firmest setting) and truly use this as an all-purpose, XC bike in a lot of corners of this country. Specialized slackened the head angle ever so slightly in 2009 and the bike is reasonably calm in the handling department for a race-day bike.


The Epic felt solid and noticeably flex free, even when pushing it through Tamarancho's many rock gardens and rubble-strewn corners. At four inches of travel, the Epic wouldn't cut it at a bike park, not by a long shot, but I could definitely see myself riding this model on a lot of all-day, cross country rides. I wouldn't have said that before I went on this press trip.

 SX TRAIL GETS A FACE LIFT
Specialized also debuted their newly made-over SX Trail. As someone muttered at some point during the trip, "If you don't know what this bike is for, it's probably not for you." Hmmm…. That's one way of putting it. Personally, I lump the SX Trail into the burgeoning Freeride-Lite category, which, in my book at least, means six-plus inches of travel on enough of a diet that it doesn't require a chairlift to ride the bike to the nearest 7-11.


Accordingly, the SX Trail gets a rash of new features such as a tapered headtube for extra strength and rigidity without the extra weight and limited cockpit choices that come with a full 1.5-inch steerer system. The SX Trail also sports a Direct Mount Derailleur, which unclutters the seat tube by mounting directly to the bike's chainstay. The derailleur is also supposed to do a better job of tracking with the chain as the suspension cycles. I've only briefly ridden an `08 model (the S-Works Stumpjumper FSR) with the DMS system, so I can't attest to the product's long-term performance, but my few laps at Tamarancho went without a hitch in the front shifting department.


Other niceties include a whole lot of forged frame components (including the aforementioned head tube, rear dropouts, bottom bracket shell and the chainstay yoke). The upside? Greater strength than CNC-machined components.

Perhaps the biggest change to the SX is that the bike features considerably more standover clearance, improved (that is, decreased) center of gravity for better maneuverability, and increased seat post adjustability. Note the swoopy top tube and the new rear shock set up.

Specialized began killing off the interrupted seat tube design in `08 with their revised Stumpjumper FSR and Enduro models. You're seeing the same thing here with the SX Trail and (shortly) with their updated FSR XC models. Tall folks and people who slam their seats on descents will be happy.

The SX Trail's new wishbone-style rear shock link is what made the uninterrupted seat tube a viable option this year. The link connects the seatstays to the rear shock and eschews maintenance-prone DU bushings for a small extension that pivots on the shock link—this should equal improved durability in muddy conditions.

The coolest thing about the new link, however, is that an eccentric spindle draws both sides of the shock linkage together into a single, (reportedly) flex-free frame component. No pinch bolts at all. While I never had a problem with pinch bolts per se, there's no denying the elegance of the system. Ooh, ahh, and so forth.


The SX Trail comes in two travel packages—a 4-inch-travel slopestyle bike with a custom Fox air shock and the aforementioned 170-millimeter (6.7 inch), do-it-all bike sporting a Fox coil-sprung rear shock. If you really dug the adjustable geometry feature of the `08 model, well, sorry this upcoming SX Trail comes with a 66-degree head tube and that's how it's going to stay. So be it. Specialized is looking to Fox and RockShox to supply the tapered-steerer forks.


Sadly, they didn't have any SX Trails for us to demo (the event primarily showcased the new Epic), so we're in the dark on its performance at the moment, but we're ordering up a test model, so look for a future test in the print mag.

FSR XC GOES TO FIVE
You're probably wondering about the Enduro, Pitch and the StumpJumper FSR bikes. Well, aside from components, we don't expect there to be any radical changes to those three bike lines for 2009. That leaves us with the FSR XC. For 2009, the FSR XC gets a substantial makeover and becomes, in essence, a less-expensive version of the pricier StumpJumper FSR bike. Again, the interrupted seat tube is killed off in favor of the rocker link. More seatpost adjustability and better center of gravity. The bike also gets an extra inch of travel, for a total of five inches. Weight on the Pro model is said to be about 29 pounds, so clearly you're looking at considerably more heft than, say, the 23.25-pound carbon Stumpy (sized Medium). Then again, the FSR XC Pro model costs less than half of what that carbon Stumpy retails for…


NEW SEATPOST
Technology and progress have replaced the single spring Hite Rite with seatpost droppers. Since I haven't been able to bolt a Hite Rite on my bikes since somewhere around the time Thriller was released, I'll take the new crop of adjustable seatposts. Specialized has jumped on board this year and joins the ranks of Gravity Dropper and Crank Brothers with their new Command Post.


In a nutshell, the post features three positions and 100 millimeters of total stroke adjustment. You've got the "Power" fully-extended position for ultimate pedaling efficiency, a "Cruiser" position that's about 30 to 35 millimeters lower (good for constantly rolling terrain) and the slammed down "Descender"position for steep drops.

While the Command Post uses an air spring (about 25 psi) to return the seat post to its max height, this is a mechanical locking system, which Specialized claims offers superior durability over a hydraulic post. The post is triggered by a nifty, forged-aluminum handlebar mounted trigger that's available in both right and left-handed versions. Twist and slop in the system is kept to a minimum via two key ways on the shaft.


The Command Post weighs about 430 grams and will come stock on the 2009 S-Works Enduro and Enduro Pro. You can also buy the Command Post as an aftermarket item in the 30.9—millimeter size. Price is still being determined but should be competitive with Gravity Dropper.

taken from www.bikemag.com

Gn. Sindur” FULLMOON” Nightride

Setelah sekian lama ingin mencoba NR (baca: Night Ride), akhirnya undangan itu pun datang juga. Om Green T lewat sepedaku.com mengundang secara terbuka kepada semua biker utk menjajal trek Gunung Sindur di malam hari. Apa ya rasanya? Bagaimana mempersiapkannya?

Gn. Sindur” FULLMOON” Nightride ; UNDANGAN TERBUKA DARI OM GREEN T
« on: September 02, 2008, 10:08:16 PM »

Mengakomodir temen-temen yang sudah sakaw untuk gowes dibulan puasa, kami dari sebagian goweser JPG mengajak rekan-rekan yang kebetulan ingin sekali NR, atau belum sama sekali merasakan NR offroad,untuk jalan bersama menikmati indahnya trek offroad JPG-Gn.Sindur yang bermandikan terang cahaya purnama.Yang menurut perhitungan kalender Jawa jatuh pada hari Sabtu Wage 13 September 2008, meski belum purnama penuh.

Jarak tempuh JPG-Gn.Sindur-JPG kurang lebih 40 km, flat dengan variasi tanjakan dan turunan yang tidak begitu extrim, kami usahakan 90% adalah trek offroad dengan didominasi single trek, yang melalui beberapa perkampungan, lahan terbuka dan kebun bamboo yang lumayan serem, juga tak lupa KUBURAN CINA yang sangat luas yang bikin bulu roma berdiri (ada foto session , kalo mau!!)
Waktu tempuh diperkirakan start setelah solat tarawih, dan finish menjelang saur (gowes tidak terlalu cepat).

Hal-hal yang perlu dipersiapkan:

1. Ijin dari perdana menteri (menurut pengalaman agak susah), kesempatan 2 minggu ngerayu istri mungkin bisa berhasil.
2. Persiapkan fisik anda dan sepeda anda dengan prima.
3. Siapkan tools standart bersepeda, spt kunci ,ban dalam dll.
4. Siapkanlah lampu khusus sepeda, disarankan menggunakan 2 lampu, LED(kedip2) warna putih, dan lampu halogen warna kecoklatan.Masing masing punya kelebihan dan kekurangan, LED tahan lama tapi kurang terlihat kontur tanah offroad di malam hari.Halogen terang dan jelas untuk trek offroad tetepi boros di batere, kecuali memang anda sudah hapal trek dan berpengalaman NR lampu apa aja ok. Efek dari terang tidaknya lampu berpengaruh pada keseimbangan anda bersepeda.
   Siapkan juga batere cadangan.
   Siapkan (kalo ada) hidro pack, agar lebih mudah anda minum.

Hal-hal yang perlu diperhatikan di perjalanan:

1. Selalu masuk dalam rombongan jangan sampai anda terpencar, bergitu tersesat segera hubungi teman atau leader by telepon. Pengalaman ada yang tercecer ditengah hutan bamboo, yang nyari juga takut hehehehehe……. 
2. Selalu ucapkan salam, kepada penduduk sekitar yang kita lewati.
3. Ditempat-tempat tempat tertentu diusahakan tidak bercanda secara berlebihan……hiihihihihi……..
4. Nikmati perjalanan , jangan banyak mengeluh INI YANG TERPENTING…..hehehehehe…..
   

Waktu dan tempat

• Hari        : Sabtu 13 September 2008, Jam 20.30 WIB
  

• Tempat : Mpok Café JPG, Lengkong Gudang Timur BSD, Serpong.
  

Akan sangat berbahagia sekali bila rekan-rekan sudi untuk mencoba NR kali ini.

Salam Gowes
Green_T
Foto-foto terkait ada di http://greenti.multiply.com/photos/album/10/Night_Ride_JPG-Rumpin

CATATAN : Event ini akan dibatalkan bila Sabtunya di BSD hujan

Gn. Sindur "FULLMOON" Nightride

Setelah sekian lama ingin mencoba NR (baca: Night Ride), akhirnya undangan itu pun datang juga. Om Green T lewat sepedaku.com mengundang secara terbuka kepada semua biker utk menjajal trek Gunung Sindur di malam hari. Apa ya rasanya? Bagaimana mempersiapkannya?

 

Gn. Sindur” FULLMOON” Nightride ; UNDANGAN TERBUKA DARI OM GREEN T
« on: September 02, 2008, 10:08:16 PM »

Mengakomodir temen-temen yang sudah sakaw untuk gowes dibulan puasa, kami dari sebagian goweser JPG mengajak rekan-rekan yang kebetulan ingin sekali NR, atau belum sama sekali merasakan NR offroad,untuk jalan bersama menikmati indahnya trek offroad JPG-Gn.Sindur yang bermandikan terang cahaya purnama.Yang menurut perhitungan kalender Jawa jatuh pada hari Sabtu Wage 13 September 2008, meski belum purnama penuh.

Jarak tempuh JPG-Gn.Sindur-JPG kurang lebih 40 km, flat dengan variasi tanjakan dan turunan yang tidak begitu extrim, kami usahakan 90% adalah trek offroad dengan didominasi single trek, yang melalui beberapa perkampungan, lahan terbuka dan kebun bamboo yang lumayan serem, juga tak lupa KUBURAN CINA yang sangat luas yang bikin bulu roma berdiri (ada foto session , kalo mau!!)
Waktu tempuh diperkirakan start setelah solat tarawih, dan finish menjelang saur (gowes tidak terlalu cepat).

Hal-hal yang perlu dipersiapkan:

1. Ijin dari perdana menteri (menurut pengalaman agak susah), kesempatan 2 minggu ngerayu istri mungkin bisa berhasil.
2. Persiapkan fisik anda dan sepeda anda dengan prima.
3. Siapkan tools standart bersepeda, spt kunci ,ban dalam dll.
4. Siapkanlah lampu khusus sepeda, disarankan menggunakan 2 lampu, LED(kedip2) warna putih, dan lampu halogen warna kecoklatan.Masing masing punya kelebihan dan kekurangan, LED tahan lama tapi kurang terlihat kontur tanah offroad di malam hari.Halogen terang dan jelas untuk trek offroad tetepi boros di batere, kecuali memang anda sudah hapal trek dan berpengalaman NR lampu apa aja ok. Efek dari terang tidaknya lampu berpengaruh pada keseimbangan anda bersepeda.
5. Siapkan juga batere cadangan.
6. Siapkan (kalo ada) hidro pack, agar lebih mudah anda minum.

Hal-hal yang perlu diperhatikan di perjalanan:

1. Selalu masuk dalam rombongan jangan sampai anda terpencar, bergitu tersesat segera hubungi teman atau leader by telepon. Pengalaman ada yang tercecer ditengah hutan bamboo, yang nyari juga takut hehehehehe…….
2. Selalu ucapkan salam, kepada penduduk sekitar yang kita lewati.
3. Ditempat-tempat tempat tertentu diusahakan tidak bercanda secara berlebihan……hiihihihihi……..
4. Nikmati perjalanan , jangan banyak mengeluh INI YANG TERPENTING…..hehehehehe…..

Waktu dan tempat

• Hari         : Sabtu 13 September 2008, Jam 20.30 WIB
  

• Tempat   : Mpok Café JPG, Lengkong Gudang Timur BSD, Serpong.
  

Akan sangat berbahagia sekali bila rekan-rekan sudi untuk mencoba NR kali ini.

Salam Gowes
Green_T
Foto-foto terkait ada di http://greenti.multiply.com/photos/album/10/Night_Ride_JPG-Rumpin

CATATAN : Event ini akan dibatalkan bila Sabtunya di BSD hujan.

Where was my bike made?

Anda ingin tahu dimana sepeda anda dibuat? check this out

Tips from Shimano

What is the best way to clean the Shimano chain on my mountain bike?

Due to the harsher conditions associated with off-road riding, it is recommended that the chain be sprayed with a citrus based degreaser and wiped clean making sure all of the dirt and grime is removed from the outer faces of the plates. It is recommended that the chain is dry before applying a drop of lubricant to each link. Wipe off any excess lubricant before riding to prevent the accumulation of dirt and sand.

How do I know when to change my chain?

There are a number of tools on the market, including the Shimano TL-CN41, that will allow you to check for wear on your chain by measuring the amount of stretch. You will want to change your chain between 0.075mm and 0.1mm of stretch.
What should I use to clean my disc brakes?
Isopropyl Alcohol is the best choice for cleaning Shimano disc brakes. It cuts through the mineral oil, grime, brake dust, and other foreign matter, dries quickly and leaves no residue


How can I prevent my disc rotors from rubbing while I'm coasting or pedaling?
In most cases, this scenario is due to incorrect installation to the frame/fork or a lack of maintenance. Check to see if the calipers are properly bled and positioned correctly, the rotors are perfectly true and frame's suspension links are all in good condition. It is highly recommended that the mounting tabs on the frame and fork have been properly spot faced to ensure accurate alignment with the rotor. Because bicycles are designed to be light as possible, it is unavoidable to have small flex in the frames and wheels while riding. This small flex may be enough to make your rotor rub when you're coasting or pedaling. Depending on the riding conditions, disc brake calipers need cleaning and maintenance on a regular basis. Wet and muddy conditions will require a more frequent service interval than dry riding conditions. Also, inspect the disc brake pads for wear. Replace the pads when the pad material has worn to a thickness of 0.5mm or less.


What are the differences between the metal and resin disc brake pad compounds?
Metallic pad compounds offer greater braking power and more resistance to heat-induced fade.

Resin pad compounds offer better modulation and less noise.

How interchangeable are Shimano's hydraulic disc brake systems?
All Shimano hydraulic disc brake systems are interchangeable. Depending on the model of the brake lever and caliper, the connections may differ and could require replacing of the hose and/or the connection fitting, but the brake levers and calipers are fully compatible.

How do Hollowtech II cranks fit the variety of mountain bikes available?
By using the supplied spacers in the correct positions, Hollowtech II cranks are able to adapt to both 68 or 73mm bottom bracket shells with or without an E-type derailleur.

Can I use other brands of disc brakes with the Shimano Center Lock rotor system?
Shimano doesn't approve other brands of disc brakes to be used in conjunction with our Center Lock rotors. For best performance and safety Center Lock rotors should only be used with Shimano disc brake calipers.

Why should I use a torque wrench when installing Shimano components?
By properly using a Torque Wrench to check the bolts during assembly and follow up service you can be sure that the bolts have been tightened correctly. In some cases to tight or too loose will have a dramatic effect on the performance and safety of the components.

How Do I Choose A Right Bike?

A common misconception is that a new rider needs more suspension because of the added control. While the added suspension may instill confidence in some technical sections, often time the relaxed geometry is not suited to less experienced riders.

On the other hand, it is just as hard to avoid the temptation of the ultra-light bike. The benefits of light weight are undeniable, but a novice rider will find XC racing bikes can be difficult to control when the trail gets rough.

XC Racing Bikes



Often called Cross Country bikes, XC Racing bikes are designed to tackle a mountain from the bottom. Lightweight and efficient, XC bikes often sacrifice comfort and control as luxuries you can’t afford when racing to the top.

XC bike frames are either hardtail or short travel, semi-active suspension designs. Long and low, XC bikes put the rider in a stretched out position. Best suited to gradual terrain, XC racing bikes are popular in areas without a lot of rocks and roots and among competitive riders.

If your idea of mountain biking is fitness and endurance you may want to consider a XC Racing bike. If you consider the best rider the one who made it to the top first, then your choice is made.

XC Trail Bikes



Often called all-purpose, XC Trail bikes are what most people think of when they hear the term “mountain bike”.

XC Trail bikes are designed to climb with control and comfort and descend with speed. With active suspension, knobby tires and low gearing the XC trail bike is slightly less efficient than an XC Racing bike but can be more enjoyable to ride downhill. As terrain gets steeper, trails tend to get rockier and the ultra-light XC Racing bike may ride roughly, but the XC Trail bike is right at home.

If you like the idea of challenging yourself on a rocky climb, enjoy extended singletrack descents and want to battle it out with your friends going uphill or down, an XC Trail bike may be for you.

All-Mountain Bikes



Some riders just need more. As adventures get longer and trails more remote, many riders see increased value in reliability and downhill control.

The bigger tires, plush suspension and powerful brakes of the All-Mountain bike are an insurance policy against accidents and mishaps and can be just plain fun to ride. With geometry suited to steep terrain and small drop-offs All-Mountain bikes can inspire confidence, however, on more mild terrain they can feel sluggish.

If you are an all-day adventurer or ride harsh trails you may be an All-Mountain rider.

Freeride Bikes



Freeride bikes are designed to ride the most extreme types of terrain. Steep chutes, large rocks and roots, big jumps and drop-offs, and just about anything else, natural or man-made, that you can imagine.

With only the occasional concession made for even the thought of riding uphill, freeride bikes are mountain biking’s version of monster trucks. Blurring the line between bicycle and motorcycle, bikes with eight inches of rear wheel travel, three inch wide tires, and eight inch diameter brake rotors are commonplace.

If you are attracted to the challenge of going big and see mountain biking as a source of individual expression, Freeriding will appeal to you. And what does any extreme athlete need? Well, a Saint to watch over him, of course.
                                                                                                            taken from bike.shimano.com
see more.......

Ho do I Choose A Right Bike?

A common misconception is that a new rider needs more suspension because of the added control. While the added suspension may instill confidence in some technical sections, often time the relaxed geometry is not suited to less experienced riders.

On the other hand, it is just as hard to avoid the temptation of the ultra-light bike. The benefits of light weight are undeniable, but a novice rider will find XC racing bikes can be difficult to control when the trail gets rough.

XC Racing Bikes



Often called Cross Country bikes, XC Racing bikes are designed to tackle a mountain from the bottom. Lightweight and efficient, XC bikes often sacrifice comfort and control as luxuries you can’t afford when racing to the top.

XC bike frames are either hardtail or short travel, semi-active suspension designs. Long and low, XC bikes put the rider in a stretched out position. Best suited to gradual terrain, XC racing bikes are popular in areas without a lot of rocks and roots and among competitive riders.

If your idea of mountain biking is fitness and endurance you may want to consider a XC Racing bike. If you consider the best rider the one who made it to the top first, then your choice is made.

XC Trail Bikes



Often called all-purpose, XC Trail bikes are what most people think of when they hear the term “mountain bike”.

XC Trail bikes are designed to climb with control and comfort and descend with speed. With active suspension, knobby tires and low gearing the XC trail bike is slightly less efficient than an XC Racing bike but can be more enjoyable to ride downhill. As terrain gets steeper, trails tend to get rockier and the ultra-light XC Racing bike may ride roughly, but the XC Trail bike is right at home.

If you like the idea of challenging yourself on a rocky climb, enjoy extended singletrack descents and want to battle it out with your friends going uphill or down, an XC Trail bike may be for you.

All-Mountain Bikes



Some riders just need more. As adventures get longer and trails more remote, many riders see increased value in reliability and downhill control.

The bigger tires, plush suspension and powerful brakes of the All-Mountain bike are an insurance policy against accidents and mishaps and can be just plain fun to ride. With geometry suited to steep terrain and small drop-offs All-Mountain bikes can inspire confidence, however, on more mild terrain they can feel sluggish.

If you are an all-day adventurer or ride harsh trails you may be an All-Mountain rider.

Freeride Bikes



Freeride bikes are designed to ride the most extreme types of terrain. Steep chutes, large rocks and roots, big jumps and drop-offs, and just about anything else, natural or man-made, that you can imagine.

With only the occasional concession made for even the thought of riding uphill, freeride bikes are mountain biking’s version of monster trucks. Blurring the line between bicycle and motorcycle, bikes with eight inches of rear wheel travel, three inch wide tires, and eight inch diameter brake rotors are commonplace.

If you are attracted to the challenge of going big and see mountain biking as a source of individual expression, Freeriding will appeal to you. And what does any extreme athlete need? Well, a Saint to watch over him, of course.
taken from bike.shimano.com

Akhirnya Datang Juga SLX Group set

New SLX, Tough, Aggressive and Light, for a modern mountain bike group. Deore LX, has been functionally re-designed into two groups: New SLX for MTB and new Deore LX for Trekking