On Test: Hayes CX-5 Mechanical Disc Brake Calipers

With the approach of cyclocross and disc brakes making their way to market, I started looking for options.  I'm not sure I'm ready to go to one of the converters on the market like the Hope V-Twin or TRP Parabox, maybe sometime soon, but not yet.

The Avid BB7 road and BB5 road are both fine, they really do their job well.  But they've been around for quite some time and have gone (mostly) without a challenger.  At the North American Handmade Bicycle Show this year, Independent Fabrication came in with a Ti Factory Lightweight disc cyclocross bike to show sporting the Hayes CX-5 mated to Shimano levers.

Mounting up the CX-5 was only slightly more difficult than the BB7, which is to say pretty darn easy.  Since you can adjust cable tension with the barrel adjuster as well as pad contact on the back side of the caliper all you really need to do is get them set up close initially and use the brake's own adjustments to dial them in.

Herein lies the major difference in setup between the BB7 and CX-5, the BB7 has a dial that's adjusted by hand where the CX-5 needs a 5mm allen.  Certainly not the end of the world, but I think it's noteworthy.

The first item of note when riding the CX-5 is how smooth they are.  The BB7 almost feels as though it has something dragging on the brake cable versus a Gore Sealed system for the CX-5.  The power isn't better on one than the other once the pads are broken in, so that's a wash.  I also wouldn't say modulation is any better with one than the other since they are both really quite nice.

My personal opinion is that the CX-5 looks a little nicer.  The silver polished finish with etched logos looks great and will match any gruppo well.  I think this brake on a Ti or stainless bike would be exceptional.

The stock BB7 I have in the store weighed in at 165g without hardware, the CX-5 came in at 190g without hardware.  The BB7 uses CPS washers from Avid that the CX-5 doesn't use, but I'd guess the BB7 would still weigh in a hair less.

This Just In: Felt's 2013 Triathlon/Time Trial Line Up!

Felt has long been known for it's tri/TT line up, and in 2013 they'll make some big waves.  The DA started out as a concept super bike, went to a $15,000 flagship bike, then for 2012 trickled all the way down to the DA4 at $3999.

The DA had another trick up it's sleeve, though.  For 2013 it's going to be available in B12 guise for $3099 or as a frameset for $1760 with the same frame but a standard TT fork instead of the Bayonet 2 the rest of the line uses.

Looking at this bike, it's hard to argue it's value.  Sporting a frame that as of 24 months ago was only available on a $15,000 bike is now available as a $3099 complete bike with Dura-Ace.  WHAT?!

That's the big news in the line.  A number of the models actually go DOWN in price.  You read that right, DOWN IN PRICE.  Seems like a shocker in an industry that's seen a lot of price increases the last couple of years.

Beyond the B12, the DA is now available as a DAC as well as the DA1.  The DA1 still runs $4650 for the frameset, but the DAC comes in at $2580, offering up the DA frame and Bayonet 2 fork at a more reasonable price than that of the DA1.

More can be found on the tririg.com website here.

MUCH more to come on the 2013 line up soon!

NEW BIKE DAY! 2012 Felt DA4 with HED Jet9

Sometimes a bike direct from the manufacturer will do the job, sometimes it won't.  This bike was oh-so-close for it's new owner, but the wheels just weren't up to the spec he wanted.  The Shimano Dura-Ace 7900 derailleurs are tried and proven.  The Vision Metron shifters are new but really great, but when rolling on a $4000 bike one needs some nicer shoes sometimes. 

Since we knew he'd be racing on some HED Jet9's, the obvious choice for training wheels was the HED Ardennes.  With the exact same rim width and brake track, it's a simple swap from Adrennes GP to race wheels with nary a brake adjustment needed.

The final change this thing saw out of the box was the addition of a Quarq powermeter, which was transplanted from his previous rig.  Not bad, eh?

Here's the obligatory front glamour shot as I don't think too many people will see the front of this bike all that often.  The Bayonet 3 system on the new DA isn't the most user-friendly to set up, but it's solid and once the fit is dialed really does it's job.  The system allows a ton of bar adjustment as well, which is a huge plus for us from the fitting side.

Sexy profile view sporting her race shoes, this bike cannot be ridden slow.  If you aren't ready to push yourself in your next triathlon or TT, do yourself a favor and ride something else.  Going slow won't reflect well on you or your bike.

Here's a view more similar to what I expect competitors to have of this bike.  It's loud, it's screaming fast, yet it's still a great looking bike.

The HED Jet9 wheels were a compromise between my recommendation and the customers idea of fast.  I said "JET DISC JET9 COMBO!", he said "I don't want a disc", we ended with Jet9 pair.  Fine.  But at least he let me put super-fast Vittoria EVO SC tires and Latex Vittoria tubes on those Jets!

Profile shot with the training wheels.  A simple swap from race wheels, the brakes don't need adjustment, which is one less thing to stress about the night before the race when you pull the Adrennes off and put the Jet9's on.

Continental Gatorskin Hardshell tires make for a great training buddy as they are extremely durable, have excellent puncture protection, but don't ride like stones.  They won't be as plush as the Vittoria EVO SC on the race wheels of course, but they should last for thousands and thousands of miles.

Super-wild seat stay/seat tube junction.  When no brake is needed designers are allowed to run free with what will be the fastest design.  Felt came up with this awesome shape that even if it doesn't work, it looks great!

Dura-Ace rear shifting from Shimano is nice, but I wasn't impressed with Felt's choice of housing length.  This bike will be re-cabled with white housing shortly cut to the appropriate length.

UCI says this one passes snuff.  For most of us this doesn't matter, but it is nice to know if you find yourself in a UCI-sanctioned TT you'll be free to ride.

There it is, go-fast wheels on a go-fast frame.  All it needs is a crazy cardiovascular system to push it down the road!

New Build: Velocity A23 rims to Dura-Ace 7900 hubs

So classic.  Silver Velocity A23 rims, silver Shimano Dura-Ace 7900 hubs, DT Swiss Competition spokes, silver brass nipples.  2x front, 3x rear.

The rims continue to impress, they tension up really well, the tension is routinely very even, the rims come out of the box incredibly straight.  The weight is right, the price is right, there are color choices.

Next wheel build, strongly consider the A23.