As the final Autumn leaves continue their path from branch to ground, and our noses begin to run on the commute to work, it’s hard not to notice the days getting shorter and the trails getting wetter. Winter is fast approaching, and while many of us are facing the reality that those warm Summer days are but a distant memory, if isn’t all doom and gloom. In fact, we reckon it’s quite the opposite.

In terms of racing, cyclocross is still quite new to Australia. In European countries like Belgium, it is not only a well-established sport in its own right, but the pros are treated like superstars – think of it like AFL in Aussie with fans chasing their idols around from bar-to-bar. Instead of ‘Footy Moles’ though, they’re mostly just harassed by drunk old dudes with pipes and gumboots who want a signed fan card.

In case you’re not familiar, cyclocross is essentially a fusion between road racing and mountain biking. It’s also a great excuse to repeatedly plow through mud on your bike, while spectators drink beer and heckle competitors on the most slippery sections on the race course. It originally began as an off-season training sport for road cyclists, with bikes that had slightly wider and knobblier tyres and wide cantilever brakes that could shed off the mud and snow. The sport has also begun to take off in North America, both at an elite level and for those off us who just simply want to ride for the hell of it.

In Australia, CX is beginning to build some momentum, with club-based race series popping up all around the country, and a National circuit that is growing year by year. CX racing is particularly popular because it brings together road cyclists, mountain bikers, commuters, fixie hipsters, lifestyle riders and pretty much anyone who enjoys being on two wheels. Racing aside, to some folks a cyclocross bike is an awesome tool for making all of your local singletrack trails feel new and challenging again, while to others it is the ultimate utility vehicle that can be as much your faithful commuting companion, as a rugged touring bike or as a road training machine.

The Dirty Deeds Cyclocross Series was sprung from the mud of Melbourne’s inner north four years ago as a truly one-of-a-kind event. Much to the surprise of all involved it has become Australia’s biggest cross series with over 200 riders per race day, and many times that number of spectators embracing the spirit of cyclocross. The series came together when a small group of local riders wondered if a cross series was viable in inner Melbourne. It took about five minutes into the first race in 2010 to realise it was.

Dirty Deeds started at Brunswick Cycling Club’s HQ the Harrison Street velodrome, which despite its urban locale, is the spiritual home of CX in Victoria. Each year, one round of the Dirty Deeds is part of the National Cyclocross Series which attracts riders and media from all over the country. While the elite riders are a big part of the race, the real focus is on growing the sport at a proper mud-roots level. Many people have gotten into racing and joined clubs as a result of getting dirty in DDCX, and if you’ve ever witnessed an event yourself you’ll know that they attract all sorts to the start line.

Last year womens’ only races were run for the first time and from the attendance of the pre-season skills sessions this year, the womens’ grade will be a race to reckoned with. The kids races are also a popular mainstay of any race day and add to the family fun factor of Dirty Deeds, which to the organisers is really what it’s all about.

This Friday the 24th of May, will see the Prologue for the 2013 DDCX Series kick off at the infamous Brunswick Velodrome, with competitors racing around the track and inside on the grassy field along a specially designed course with sand pits and barriers to jump. Racing takes place under lights, and with the forecast looking cold, but dry, it’s a perfect opportunity to rug up and come out for a few after-work drinks while watching several hundred idiots cover their bikes (and themselves) in layer upon layer of mud.

There are a handful of different categories, but in terms of bikes it is simply sorted into ‘Cyclocross’ and ‘everything else’. That means you can show up on a 29er, a 26″ dually, a BMX bike, a fixie (with brakes…) or any other weird and wonderful two-wheeled, pedal-powered device you so choose. It has to be said though that the more bizarre the bike and the more heinous your outfit, the bigger the cheers from the sidelines.

The 2013 DDCX Prologue Deets:

Where: Harrison St Velodrome, East Brunswick
When: Friday the 24th of May, From 6pm
Racing time: 7-9pm
Race categories: Kids/Open/CX Men/CX Women
Cost: $10 adults/$5 kids
Entry Details: head to www.DirtyDeedsCX.blogspot.com.au for more info

We’ll be heading along to the prologue on Friday night, as well as the following rounds of the series, so if you see an Enduro jersey at the event, don’t hesitate to come up and shout us a beer. While it’s not necessarily shredding the singletrack that you might normally crave, cyclocross in our eyes is an absolute hoot and well worth getting involved as either a spectator or as a rider.

Bring on Winter!!

It was only one week ago that the big news dropped that Trek was releasing a brand new 29er model based on the highly successful 26″ Fuel EX platform. Dubbed the ‘Fuel EX 29′, the new Trek has proved to be quite the surprise for dealers, media and consumers all around the World, with many banking on a 650B version of the EX being released before there was even talk of a big-wheeler. However, like Specialized, Trek is heavily invested in 29″ wheels, so it makes sense that they would want to expand their range and build off of their strengths before delving into a whole other wheel size. It’s also worth noting that the Fuel EX line is Trek’s most popular dual suspension mountain bike platform, and given the huge volume of bikes they sell all around the world, they have to be very careful not to stuff things up.

Like the 26″ model, the EX 29 will be coming in carbon and alloy-framed models, following the same naming theme as its little brother. Pricing will range from $2999 for the EX 8 and go up to $5499 for the EX 9.8 that you can see here. We reckon the most popular of the range will be the alloy EX 9 that receives a RockShox Reverb Dropper post, Deore XT shifting & braking and a Fox Kashima fork for $3999.

The official media launch for the new Fuel EX 29 will kick off later this month, and so we’ll have many more details to pass on to you then. In the meantime, we have actually been able to get our claws on the top-end EX 9.8 in all its candy-red Carbon glory, so that we could go over it with a fine-tooth comb and find out what’s going on with the brand new platform.

For a start, here are the details that we do know:

• 120mm Travel Front & Rear
• Fox DRCV Float CTD Rear Shock
• Fox Float CTD Fork
• G2 Fork w/51mm Crown Offset
• ABP Rear Suspension Design w/Full Floater Shock Mount
• One-piece Magnesium EVO Link
• BB95 PressFit Bottom Bracket
• ISCG Tabs
• Upper Direct Mount Front Derailleur
• 142x12mm Rear Thru-Axle
• Tapered E2 Headset w/Net Molded Head Tube
• Internal Cable Routing for Derailleurs & Stealth Reverb Dropper Post
• Integrated Carbon Armour and Custom Chain-Slap Protector
• Price: $2999 (EX 8), $3999 (EX 9), $3999 (EX 9.7) & $5499 (EX 9.8)

Aesthetically and feature-wise, the new EX 29 looks very much to be based off the 26″ model, albeit with 10mm less suspension travel, with 120mm front & rear. The headtube junction looks very similar to the new Superfly 100 frame, and a few of the tubes receive heavy shaping and forming in order to place the contact points in the necessary locations without compromising on geometry.

Tyre clearance isn’t too bad on the rear swingarm, though the Fuel EX 29 comes with generous 2.3″ wide Bontrager rubber as standard, so we don’t know how many riders will want to fit wider treads than that. Overall pivot layout appears to be very similar, with sealed cartridge bearings at each junction, the one-piece magnesium EVO link and the Full Floater shock mount.

The ABP suspension design remains along with the 142x12mm rear thru-axle. Like the Superfly 100, the chainstays are alloy, while the seat stays are carbon fiber and flow into an organic looking post-mount assembly for the rear 160mm disc brake.

A beautifully flared seat tube junction makes full use of the carbon fiber construction, with elegant and flowing lines. Ensuring those lines aren’t interrupted, Trek have hidden the cables as much as possible on the new EX 29, with neat removable ports at each cable stop allowing for relatively easy removal/installation.

Along the inside of the downtube, the rear derailleur cable is spat out after being swallowed at the headtube end, while the hydraulic hose of the Reverb dropper post drops inside the frame to curve up inside the seatube where it meets the base of the seat post.

The EX 9.8 gets a well-rounded spec with a full Shimano Deore XT groupset and a RockShox Reverb Stealth Dropper Post. 720mm low-rise Bontrager RXL handlebars tie all the controls together along with lock-on grips and a stubby Bontrager stem.

The DRCV rear shock remains on the back of the bike, however, we noted that there are no DRCV stickers on the fork – has Trek decided to move away from the dual-air-chamber for the front suspension? And if so, why?

Geometry wise we don’t have a lot of information, but a measurement with the clinometer puts the head angle at around 69.5 degrees, which is reflected in its steering. The seat angle is relatively upright and features a gentle curve to allow for rear tyre clearance as the suspension reaches maximum compression.

One thing that you might also be wondering, is what happens to the 130mm travel 29er Rumblefish? That question has us stumped too, as we’re unsure whether the Rumblefish will evolve into something burlier or be completely wiped out by the new Fuel EX. Given that Trek has released details on a new 140mm travel Remedy 29er, we’re placing bets on the Rumblefish being discontinued, which is a shame if true.

The new EX 29 does look superb, but time will tell whether it performs as well off road as it looks good on the showroom floor. Keep an eye out on EnduroMag.com.au for more information as it arrives as well as updates from our initial ride report.

Having debuted their initial line of road bike shoes about this time last year, Fizik have since added a couple of new options for the hairy-legger crowd that are simply badged as the M1 and M5. Sharing the same LAST as the road-racing R1, R3 and R5 shoes, the mountain bike versions receive a different outer sole as well as some additional reinforcements to prepare them for the impending trail-side punishment.

The M5 is built as a lightweight, yet hardy cross-country shoe that will appeal to weekend warriors who don’t want to spend more than their girlfriend does on high heels. Speaking of, Fizik also make the same version of the M5 in a womens version that comes in a smaller size range with a smaller volume and narrower cut. They’re called the “M5 Donna”, and when they arrive in Australia in the next few months, they sell for the same price as the mens.

There are 2 velcro straps on the M5 with an additional ratchet buckle to help secure your feet snugly inside the shoe. The retention mechanisms are sloped across the face of the shoe, much in the same way that high-end football shoes are, and those funny criss-crossed straps are actually made from sailcloth. Fizik chose sailcloth material for the straps due to its weight, weather resistance and minimal stretch. The fit of the Fizik range is self-described as “roomier than a SIDI, and snugger than a Shimano”.

The Fizik M5 Mountain Bike Shoe features:

• Materials: Microtex/Nylon Mesh/Anti-scratch Leather
• Outsole: Nylon Carbon Reinforced
• Buckle: Aluminium
• Straps: Sail Cloth Resistant
• Insole: fi’zi:k Superlight Insole
• Weight: 329 g (size 43)
• Sizes: 40-48 (Mens – ‘Uomo’) 36-42 (Womens – ‘Donna’)
• Handmade in Italy
• RRP: $219.95

Whilst the M1 and M5 share a similar aesthetic, there is a sizeable price difference between the two that is reflected in the choice of materials. The M5 utilises an upper assembly that is made from a combination of Microtex, Leather and Nylon Mesh, whereas the M1 gets a suave Kangaroo Leather in place of the Microtex. The outsole is ‘Nylon Carbon Reinforced’, though is noticeably less stiff than the full-carbon sole used on the M1 shoes. Even the buckles are different, with the M1 using a micro-adjust version that is molded and machined carbon, with an alloy release and stainless base. However, the buckle on the M5 is nice and simple and provides a good range of leverage and total adjustment.

Like their saddle range, the Fizik shoes are all made in Italy, and both the attention to detail and the aesthetics are testament to their origins.

There’s a well-padded internal tongue to the M5 shoes that displays some discrete patriotism, and matches the soft padding around the tall heel of the shoe.

That “Anti-Scratch Leather” is used generously around the toe box of the shoe, as well as around the back of the heel. This is designed to provide a durable surface to shrug off rocks and trail debris, and the internally reinforced toe box provides a good dose of protection for your tootsies.

As with other mountain bike shoes, the M5 gets a standard dual-bolt cleat platform that is compatible with most mountain bike pedals on the market. The outersole gets nylon carbon construction that is finished off with hard-rubber traction lugs for grip when scaling rocks and roots when the trail becomes unrideable. Being of European design, the aggressive tread on the shoe should perform well in muddy conditions, though you can always add toe-spikes if you need more grip again.

To find your nearest Fizik stockist, head to the local distributors website here: Sola Sport
Otherwise, keep an eye out at your local newsagent for the latest issue of Enduro Magazine for our longterm review, though you can always head to www.Fizik.it for more information.

Although we have plenty of experience with the Elixir range, on our Whyte test bike the brakes began to develop quite a bit of audible vibration from both wheels after the first few rides. Despite the squeaky noises going on, the brakes still performed well enough, but there was also an ever-so-slight pulsing sensation through the levers that was pretty dam annoying. The issue we experienced with the brakes on the Whyte was almost exactly the same that we had with the Formula R1 brakes we tested in the previous issue. Although we had some idea of what was going on, we decided to speak to a handful of different bike shop mechanics and riders to hear their thoughts on the issue and whether they had experienced anything similar on their own bikes. On top of that, we got in touch with both SRAM and Formula to hear their thoughts on brake noise, what causes it and how best to fix it.

It has to be said firstly that there are quite a few factors that can cause a noisy disc brake, and that one persons ‘sure-fire fix’ will not necessarily address the issue that your brakes are experiencing. Here are some examples of what might be going on:

Contamination: Commonly caused by a wayward squirt of chain lube or an accidental grab of the rotor with greasy hands, contamination of your brakes will result in noise of varying levels and deterioration of overall braking power. In most cases, once the pads and rotors are contaminated, you’ll likely have to throw them into the bin and start afresh. A clear indication of contamination is if your front and rear brakes are providing different levels of stopping force (i.e. the one with less force is contaminated). However, it is possible for both to be contaminated at the one time.

Glazed Pads: Caused by excessive heat from sustained downhill braking, glazing involves your brake pads heating up to a point where the surface becomes shiny and smooth. This smoothness can cause a high-pitch whining noise, a lack of overall power and can also affect the rotor surface too, which will show discolouration like the pads. This is symptomatic of a setup that is under-gunned for your weight and/or riding style.

Poor Bed-In: If your new brakes are not correctly ‘bedded-in’ from the start, they can cause noise, poor power and a ‘shuddering’ sensation at the levers. Bedding-in brakes involves applying a consistent layer of pad material to the rotor surface. It is the interaction between this layer and the brake pads themselves that provides you with the friction that slows you down.

Improper Application: Having experienced our fair share of bike shop time during previous lives, we have found this issue is a particularly common complaint amongst riders who are using their MTB for commuting or for lighter duties on bike paths and rail trails. Disc brakes are designed to operate in some pretty full-on conditions, and their principle design is to work on friction. Sometimes that friction results in noise and there’s not a lot you can do about it. However, the lighter you are, and/or the more ‘gentile’ your riding is, the less you will be working your disc brakes to their full potential and the more chance there is for noise to occur.

After some discussion with Dylan Coulson at SRAM’s technical service centre, DSD, it appeared that our brakes were experiencing the 3rd issue, caused by improper bed-in. The vibration and shuddering we were experiencing was due to an inconsistent braking surface on the rotor, caused by dragging of the brakes during their first few outings. These microscopic ‘ripples’ along the brake rotor are magnified during hard braking, resulting in a bloody awful noise and vibration at the levers.

The steps that we will take you through today are part of a process that essentially ‘resets’ the rotor and pad surface so that you can begin bedding-in the pads as if the brakes were new again. What needs to be said here is that depending on how badly the brakes have been bedded-in in the first place, you may actually have to replace both the rotors and pads, which is what both Avid and Formula recommend. We would also recommend this if you’re guilty of a short temper or are not renowned for amazing mechanical abilities amongst your mates. Of course, if your brakes are contaminated, this process has limited effectiveness depending on how bad the contamination is. Unless you are 100% sure on the issue you’re experiencing, this may be the point where your local qualified bicycle mechanic will be better equipped to fix the issue and get you back out on the trails. We shouldn’t need to note how important brakes are whilst riding off road, but if you’re not sure – hand your steed over to the experts!

In order to carry out this procedure, you’ll need some bicycle/automotive disc brake cleaner, some clean lint-free rags, gloves, Wet ‘n’ Dry sandpaper, and the necessary Torx/Hex keys to remove your rotors and pads. A clean work surface is essential, along with ventilation.

Step 1. Remove the Disc Rotors from the wheels.

Step 2. Remove the brake pads.

 Step 3. Clean both brake rotors by blasting with disc brake cleaner

Step 4. Using a small wooden block, wrap around the sandpaper so that you have a flat surface to work with.

Step 5. Begin rubbing the brake track of the rotor with the sandpaper, making a circular pattern and applying a medium-firm pressure. You should be able to see a visible change in the surface (below). After sanding, give the rotor surface a blast with disc brake cleaner to ensure all contaminants are removed.

 Note the difference in the rotor surface on the left (after) and the right (before).

Step 6. Now to clean the pads. Blast the brake pads with disc brake cleaner, then rub the pad surface along a clean rag to remove any contaminants off the surface.

Step 7. Using a clean piece of sandpaper, rub each pad in a circular motion in order to remove any microscopic patterns on the surface. After this step, give each pad another blast with disc brake cleaner, wipe along a clean rag and allow to dry.

Step 8. Mount the rotors back onto the hubs and fit the pads back into the brake callipers. Ensure all hardware and mounting bolts are torqued and tight.

Step 9. Bedding In.
Depending on the brake manufacturer, this process can vary from brand to brand. If you speak to mechanics, there will likely be a range of techniques to accomplish this task properly, but the fundamental thing to remember is that you want to apply an even and smooth layer of brake pad material to the rotor surface. Here is a fairly standard step-by-step procedure that you can carry out with your freshly reset brake rotors/pads. This process is also the same if you have brand new brakes.

1. Find yourself a long stretch of road, and better yet a nice long downhill road.
2. Ride up to a moderate speed of around 20km/h
3. Apply both brakes firmly till you are at a walking pace, but DO NOT COME TO A STOP
4. Continue riding up to speed and repeat steps (2) and (3) approximately 20 times
5. Continue riding, but this time at a quicker pace of around 30km/h
6. Apply both brakes firmly till you are at a walking pace, but DO NOT COME TO A STOP
7. Continue riding up to speed and repeat steps (5) and (6) approximately 10 times

This procedure should allow for the brakes to heat up sufficiently to ensure that pad material is evenly displaced onto the rotor surface. During the process, you should feel a notable increase in braking power by the end. In addition to the above, here are some further tips:

- Do not overcook the brakes in the bed-in process (by going too fast), otherwise you’ll simply glaze the pads.
- Do not ‘drag’ the brakes or be overly gentle about it, as that is another way to develop an overly smooth pad surface that will create noise.
- Avoid trying to bed-in brakes on your very first ride off-road.
- If the noise or vibration begins to return during the bed-in process, then unfortunately your brake rotors & pads will likely need replacing, though you can attempt the entire rotor/pad reset process again if you have the patience.

For the most part, we’ve found the above process to be very effective. You should note that if you bed-in brakes properly from day one, you should have quiet, smooth and strong braking with minimal issues. Reseting the pad/rotor surface should only be necessary if you haven’t managed the bed-in process correctly.

For the full details on the process that SRAM recommends, check it out here: Avid Brake Bed-in Theory-3.
And for Formula brakes, head on to their website here.

Enduro # 24 hits the shelves this week with a GIANT bang!
As the days get shorter and the temperature drops, we are dropping issue 24 of Enduro Magazine to keep you inspired and excited about all things enduro. Issue 24 is a bumper 128-page issue featuring an in-depth interview with Giant-man (in more ways than one) Paul van der Ploeg. In addition, the latest issue features some great race reportage from 24s to marathons to gravity enduro.

We also take a good look at suspension with Tekin, delve into the world of custom wheel building with Andy Oosterweghel, and hear from Jarrod Hughes, Peta Mullens and Chris Jongewaard. On the b-side of Enduro 24, we test bikes from MSC, Whyte, Intense, Felt, BH, BMC, Santa Cruz and TWE while the back-end is filled with all the usual gear tests and juicy long-termers.

If you don’t already have one, head to the subscription page here, and tell your mates to look out for Issue #24 of Enduro Magazine that will be in newsagents around Australia from Monday the 27th of May.

Victoria’s Dan McConnell has become the first Australian male since Cadel Evans in 2000 to win a World Cup event, while Rebecca Henderson capped a sensational weekend for Australian mountain biking with victory in the under 23 women’s event at the UCI Cross Country (XC) World Cup #1 in Germany.The wins came hot off the heels of the major announcement by Cycling Australia and Mountain Bike Australia last Friday that Australia will host 2014 and 2016 World Cup events in Cairns, Queensland.

A powerful final lap surge by McConnell (Trek Factory Racing) was the difference as he claimed Sunday’s elite men’s race and the World Cup leader’s jersey in superb style.

“I did not expect this,” exclaimed McConnell, who finished 21st in the cross country event at the London 2012 Olympic Games. “I came into this looking for a solid top-15, so it’s unbelievable.”

McConnell, the reigning Oceania champion, had previously recorded only one top-20 World Cup result and it appeared this would be the case again when he commenced the seventh and final lap in sixth place, 29 seconds behind Mantecon. In a calculated final lap, McConnell steadily picked up places on the first long climb to move into second place, before taking the lead after the final descent and outsprinting Spain’s Sergio Mantecon Gutierrez on the home straight for the win.

“I could see Sergio in front of me, and at that stage I just gave it everything, and caught him through the grass section at the bottom of the descent,” McConnell explained. “I got into the last corner with a little bit of a gap and nothing was going to get past me at that point, I was running on adrenalin.”

In the under 23 women’s event, Canberra’s Rebecca Henderson claimed her maiden World Cup victory in a rain soaked event on Saturday. Henderson (Trek Factory Racing) was cautious early in the stages of the race and found herself in fourth place after the first of four laps. However the London Olympian powered to the front in the second lap and never relinquished the lead to finish 48 seconds clear of Jenny Rissveds (Sweden).

“I had a healthy lead, but I still felt pressure and rode as smart as I could,” said Henderson who like McConnell, now sits in the overall lead on the World Cup standings.

“This is an awesome result for Dan and Bec and on behalf of the MTBA Committee, congratulations to them,” said Russell Baker President, Mountain Bike Australia. “We thought it was going to be a good weekend for Australian Mountain Biking when we were able to announce two world cups for Cairns in 2014 and 2016, but how can you top these fantastic results.”

Watch: McConnell’s win

The second round of the UCI Mountain Bike World Cup will be held in the Czech Republic from May 24.

Having seen a few of Creux’s creations at last years Melburn-Roobaix event, we decided to get in touch with the fledgling company to have a look at some of their latest gear and see how the locals are representing Aussie designs on the global circuit.

The Detour Shorts are the most popular option from Creuxe for mountain biking, due to their slightly looser fit and on-the-knee length. There is a shorter version called the Panache, though if you prefer the denim look and want a tighter fit, check out their Jean Shorts. We like the Detour as a bit of an ‘all-rounder’ pair of shorts that’s ideal for commuting, wearing throughout the day at the office and then hitting the trails on the way home.

The Creux Detour Shorts feature:

• Cycling specific cut with a high back and lower front
• Double reinforced crotch and rear for increased durability
• Custom 2mm chamois providing you a little padding for all day riding comfort
• Stretch Fabric with 8% spandex for increased pedal efficiency and mobility
• EPIC water-resistance encapsulation technology
• Caribena clip and rear pocket hock
• Rear zip pocket for additional storage with an easy access zip pull
• Back pockets reinforced with extra layer of fabric to offset high stress points and to prevent premature wear
• Generous zipped cargo pockets on each leg.
• Colours: Slate or Sand
• Sizes: Small (30″), Medium (32″), Large (34″) and X-Lare (36″)
• RRP: $149.95

The Detour shorts are constructed from a special ‘dri-release Next cotton’ that features an 8% spandex mix for a snug fit that stretches with your legs whilst pedalling. There is a clever EPIC treatment applied to the shorts that increases their water resistance much in the same way a DWR coating does, albeit with much better durability. If you’re stuck in particularly poor weather and the water makes its way past the water resistant barrier, the Next cotton fabric dries about 4x quicker than regular cotton so it won’t take long for them to dry out again.

There is a sewn-in chamois for the Detour shorts, though it’s about 1/3rd of the thickness of what you might find in a regular MTB baggy short so that you can still cruise around in them off the bike without looking like someone who has a fetish for baby nappies. The crotch of the shorts is reinforced with a dual-layer of fabric, so like your annoyingly enthusiastic riding buddy, they’re ready for some serious saddle time.

Also in our package of goodies from Creux is their Merino Dirty Deeds CX Jersey, which represents the culmination of their partnership with the DDCX series. Aside from repping the logo, the DDCX jersey uses a very clever construction that we’re yet to see on any other cycling garment. Most riders would be familiar with the benefits of Merino wool (a fine blend of sheep wool that is softer, minimises bacterial growth, breathes better than synthetic fibres and also stays warmer when wet), but one of its criticisms is durability. Creux have created what they call a ’2 Face Fabric’, which utilises a Merino internal layer, and a synthetic outer layer that acts almost like a shield that helps to protect the Merino fibers.

The Creux DDCX Jersey features:

• Shaped hem for a better cycling fit
• Side seams are moved longitudinally for increased comfort
• 5 combined rear pockets for all your storage needs
• 2 Waterproof rear pocket bags with vertical zip entry for easier access
• Gripper tape at hem
• Internal placket to protect you from the wind and catching the zipper on skin
• Chin zip fabric guard
• Colours: Black
• Sizes: Small, Medium, Large & X-Large
• RRP: $99.95

The DDCX jersey is designed with a snug fit and allows for the benefits of the Merino wool to be exploited, without sacrificing durability, making it a great option for mountain biking conditions. You’ll also be pleased to know that Creux plan on increasing the range of colours and designs with the Merino jersey, as it has been very popular with everyone who has had the chance to zip one on.

The above garments are only a small selection of what’s on offer from Creux Cycling, but from our initial look we’re impressed with the details. For more information about the wider Creux apparel range, head to their website: www.CreuxCycling.com.au

The Teva Pivot SPD Shoe features:

• Teva’s first SPD-compatible mountain bike shoe
• Lace up design with mid-foot Velcro strap
• Heel Shoc Pad for improved cushioning under crash impacts
• Rubber shield toe box
• Breathable upper mesh construction
• Composite midsole plate for pedaling efficiency and walkability
• The same Spider365 Rubber sole for maximum traction on the pedal body
• PedalLINK Clipless outsole for all mountain riding
• Compatible with all major 2-Bolt MTB cleat systems
• Optional Cleat attachment from top to protect hardware (Crank Bros and Shimano cleats only)
• Colours: Black or Light Grey
• Sizes: US 4-13,
• Available in September ’13
• RRP: $229.95

“Life can be an uphill battle – especially on a mountain bike, so we designed our first-ever clipless shoe to help ease your ascent. It’s light, comfortable and supportive through the full pedaling motion – and it works (and looks) great off the bike, too. The cleat attachment is compatible with all major 2-bolt attachment systems, and you can quick-adjust it through the sole from above (so you can do it while it’s attached to the pedal). A hook and loop strap keeps your laces out of the chain, and its sneaker styling means it looks great with shorts – and terrible with spandex.” – Teva

Retaining the casual style of their flat-pedal shoes, the Pivot SPD is a nice alternative to the current crop of mountain bike shoes on the market, with minimal flash in comparison to the wog-tappers we’re used to seeing. Of course they’re not aiming to please the racing crowd, and so the Pivot shoes will more likely appeal to the trail rider and Gravity Enduro racer crew who are looking for a shoe that works with wider-platform clipless pedals such as the Trail version of Shimanos Deore XT’s or the Crank Brothers Mallets. They still use their sticky Spider365 rubber for the outersole, so there’s plenty of additional grip between the shoe and pedal body. If you’re running Shimano or Crank Brothers cleats, you can also run the attachment bolts in reverse so that they thread in from the inside of the shoe. The idea being that the bolt heads can’t get beat up that way, making for painless removal when it’s time to throw on fresh cleats.

Like other MTB shoes, there’s still a nylon shank throughout the sole that helps to provide a stiff platform for power transfer. That same platform also distributes the stress of your bodyweight that’s bearing down on a small surface area (the pedal) across the entire length of the shoe, so they’re more comfortable on longer rides too. Construction follows the off-road theme, with heavy rubber synthetics used for the toe box to protect your feet in the event of a crash, and the same armour used around the back of the heel. Inside the midsole of the heel is Tevas hidden ‘Shoc Pad’, which basically provides additional cushioning in the event of a mid-air dismount. The Pivot shoes wrap over your feet with a combination of laces and a wide Velcro strap, which helps to secure your heel into the shoe tightly to avoid any movement under upwards pedalling.

We’ll be keen to see how the Pivot SPD shoes perform on longer trail rides over the coming months, and you’ll be able to read about our thoughts of the new SPD kicks in the upcoming issue of Enduro.
To find your nearest Teva stockist, head to the Aussie distributors website here: True Alliance

A good way to avoid the ‘lumps and bumps’ on course.

The first two thirds of the stage was all about the battle for third place on GC. Michael Crosbie had a slim one minute lead over Ben Hogarth. It was clear that Ben was not going to roll over and let Mick have it. Ben attacked early and the pace was on. Mick recruited Kyle Ward to help him out in defending third place and so Kyle went to work on neutralising Ben’s move while the rest of us tagged along and watched the action unfold. Ben was eventually caught and there were a few more little breaks the followed but Cros seemed more than up to the challenge of defending his position on GC.

The best bit of this final stage was a really rocky section of trail that twist up, over and around some huge boulders. Shaun led the group through there before we eventually got to the feed zone. Crosbie then set the pace from there along the “fence line track” (which we rode on day two in the opposite direction), but when I realised that the crossing of the Todd River was coming up, I went through to the front, knowing that it could be decisive.

Rowena Fry was ecstatic with her final stage victory and overall win

When we emerged on the other side of the sandy river bed I looked over my shoulder and saw that Shaun and I had a gap. From there it was only 10km to the finish so the only thing to do was to try and go on with it. The legs were tired, but knowing that a stage win would be the reward for another 20 minutes of suffering, we were motivated to keep going.

We maintained our gap and eventually arrived at the finish and crossed the line together; a fitting way to finish the week and seal up one-two on the general classification. Crosbie was third across the finish line to lock in his third overall, making it a clean sweep of the podium and a clean sweep of the stage wins for riders on Specialized Epic bikes.

Andy Blair and Shaun Lewis finish the week perfectly with a 1-2 finish for the Swell Specialized Team

Rowena won the stage in the women’s event to wrap up the overall, Terri Rhodes was second and Kelly Bartlet was third. There was an anxious wait for Jenny to come in and we got word that she had suffered a mechanical in the final kilometres. She eventually came in and had done enough to retain her second spot on GC ahead of Terri.

Once again, the ICME has been a great week of racing and a fun tour of the amazing trails that Alice Springs has to offer. Now it is time to relax and enjoy the presentation dinner tonight!

A big crowd of riders and AC/DC’s ‘Thunderstruck’ pumping out into the desert, what a great way to start a race.

Well that pretty much has to be the best fun you can have on a bike! I’ve just finished the night stage of the Ingkerreke Commercial MTB Enduro and I have a smile from ear to ear. The course was the same as the individual time trial from this morning’s stage, but having a mass start stage in the dark really added another dimension to the second stage of the day. The bunch of 200 riders charged out from the golf club straight though a massive puddle and I got covered by a wave of water coming off my team mate Shaun Lewis’ wheel. I thought that was a pretty rough way to start the stage, but it was nothing compared to one unlucky rider, who managed to take a swim.

From there Ben Hogarth lit it up along the first fire road, followed by a solid turn from Hally, then Mather. I led into the first singletrack and despite being pretty keen to attack, I tried to keep a lid on things and just enjoy getting into the flow of riding at night because I wasn’t sure if Shaun was close. On the next fire road section Shaun came through and did a strong turn, which sent me a message that not only was he there, but he was up for it. From there we managed to control the race by keeping the pace as high as possible. When I was on the front I was never sure exactly what was going on behind, other than that my team mate was with me so I pushed as hard as I could. It was so much fun, just pinning singletrack with a bunch of mates and trying to earn a pat on the back from Shauno at the end of the day.

On the last singletrack descent we still had a decent group so I tried to get off the brakes and reduce the numbers. That was the most fun bit of the stage, and by the time we hit the golf course it was just me, Shaun and Kyle Ward. Kyle rolled through for a turn, which gave me a chance to assess the situation and see that we had a gap of maybe 5-10 seconds back to the next guys. Not wanting to slow our progress and knowing that my teammate is a great sprinter who was hungry for a stage win, I just sat on the front and tried to keep our group of three clear of the chasers.

I led Shaun through the big puddle and into the finishing straight where, right on queue, Shaun came around me to claim a well-deserved stage win. It was super satisfying to have played a part in a stage win for Shaun after he has done a great job of looking after me all week. It was also just nice to be part of a stage that had so many people buzzing after the race, and it was fun chatting to everyone sharing stories afterwards. To give you an idea of how much people loved the stage, here are two actual quotes that came up in the post-race banter:

“I have found the love for cycling again this evening” – Paul Darvodelsky

“I’m not going to be able to get to sleep now, that was awesome” – James Downing

One stage to go. I hope it all goes smoothly!

All photos :: CHLOE GERAGHTY

For full results   www.ICME.com.au and for the live updates from all of the stages.