Road, Track & Mountain Bikes

Bianchi Infinito Ultegra 10sp Compact Review

drbob — Fri, 09 Dec 2011 20:27:13 +0000

Bianchi is a legendary Italian brand that has been making bikes since 1885. Many were the names that associated with it, like Marco Pantani, Felice Gimondi or Fausto Coppi, and since its inception Biachi has won 12 Giros d’Italia, 3 Tours de France, 2 Vueltas de España, 2 Tours of Switzerland, 2 Tours of Germany, 7 Paris-Roubaix, 4 Road World Championships and 6 Track World Championships.
Such a rich history really shows in the quality of the Bianchi bikes and it is felt when riding the Infinito Ultegra.
Bianchi’s Infinito Ultegra is a road bike which features the Infinito carbon frame, which is pretty light and includes Kevlar shock and vibration absorbing technology which works very well and soothes the ride, increasing comfort and performance while, at the same time, it reduces fatigue and provides a more relaxing ride while cruising on the road.

The Infinito frame is very well complemented by the Shimano Ultegra 10 speed set to create a very nice bike which will make you speed up on the road in a very smooth and fluid ride, though every once in a while the weight of the wheels is felt more than it should.
This Infinito model features a Bianchi FF35 carbon fork and a FSA orbit Headset. The wheels are DT Swiss RRC carbon and the tires are Vittoria Rubino. Stem, handlebars and seatpost are FSA.

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SRAM Red Group Set Review

drbob — Fri, 09 Dec 2011 20:15:53 +0000

Now SRAM has released the Red group set, it was first used at the very top of the sport by the Saunier Duval pro team on their Scott bikes and now the new Astana team will be using the Red group on their Trek Madone frames for the 2008 season.

We managed to get a sneak preview and a short ride on a team bike recently when they were in Spain for a training camp First of all it’s great to have an extra choice other than Campagnolo and Shimano and the SRAM Red is a group that is as competitive as Record or Dura-Ace, it’s light, it looks good and it works a dream, once you get used to it.

Unlike their competitors the SRAM shifters only use one lever to change gear, Shimano use the brake lever and an extra lever behind the brake lever, where as Campagnolo use a lever on the side of the body of the brake and a lever behind the brake lever.
Both systems use one lever to go up the gears and another to come back down, the SRAM system uses the same lever, behind the brake lever, to go up and down. It’s different, but after an hour or so it became second nature.

The Shifters
First the look of the lever is similar to Campagnolo Record, but without the small lever on the inside of the body, also the neat little Red logo’s on the back lever makes these levers standout from the bunch. Probably the best facet of the levers, after the “Double Tap” function, would be the adjustable reach on the brake lever and gear lever to suit your hand size and the reach of your fingers. You first adjust the gear lever, then the brake lever to your needs.
This is a great function that all brake lever/shifters should have. Lots of carbon is involved to make the Red shifters 10% lighter than the Force shifters, carbon is our favorite so top points there. There is also a choice of cable routing which is great if you own bars with a tight bend for the cabling at the back of the bars, with the Red you can have the cables at the front.

The Crank Set
The carbon cranks are also similar to the Campagnolo set in the way it looks, apart from the Red logo. The set weighs in at a feather light 760 grams for the full set and the bottom bracket uses Black Box Ceramic bearings for a smooth, resistance free, pedaling. The cranks come in six different lengths and three chain ring combinations, 53/39 and compact 50/36 and 50/34 and are made of 7075-T6 aluminum and alloy fixing bolts.

The Derailleur’s
The rear derailleur is very light weight and works with great precision; the weight is saved by the use of carbon and titanium. The pulleys have ceramic bearings and the cage is made of carbon, brining the weight down to only 153 grams and the mechanism will take a maximum 28 tooth sprocket. The front derailleur has a hardened titanium cage onto the alloy body and now has more adjustability due to the fine tune on the left lever, more like the Campagnolo small clicks.

The Cassette
The sprocket cassette is a wonderful piece of engineering, light, stiff and very hard, in fact everything you want from a cassette, it’s also Red on the inside, so it’s very visible. The cassette is machined out of a solid block of Chromo-steel that has been heat treated and then shaped by CNC methods. You don’t need to understand it, but when you see one it’s like no other cassette you have ever seen and weighs in at only 160 grams. When I was at the Astana camp the team were using Shimano cassettes and chains as they were waiting for the gear ratios that they needed, otherwise they would have been on it.

The Chain
SRAM chains have always been amongst the best, they have the “Power Lock” connecting link which is secure and so much easier than any other system. The pins are hollow for weight saving and strength, top chain.

The Brakes
When we looked at the Force and Rival group sets we didn’t much like the look of the brakes and well, we still don’t! Don’t get me wrong here, they work brilliantly, with a sharp feel like Shimano, but that skeletonized look I just can’t get used to and now I have another reason not to like them, they are silver, which is OK, but with all that black carbon on all the other bits, then the brakes should be black. I guess the main thing is that they work, which when it comes to stopping that’s very important.

How does it Ride?
Obviously I was riding a team Trek Madone, the same bike as Tour winner Alberto Contador rides; in fact it was his spare bike, so you can’t get better than that! The bike felt great as it also was fitted with Bontrager wheels, the shifters took a little to get used to, but with more practice you wouldn’t have to think about it, it would become second nature changing gear, the gear change is precise and accurate, without any slips or miss changes. The brakes are very sharp compared to the Campagnolo Record that I am used too. The chain set doesn’t hit your ankle and looks good too. Everything else felt as only a top class race bike should, no complaints, except those silver brakes should be black.

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Shimano Dura Ace 7850 Carbon Wheels

drbob — Fri, 09 Dec 2011 20:10:36 +0000

We like riding different wheels here at Bike Cycling Reviews and the lighter the better, so when we got the chance of a ride on a pair of the top clincher wheels from Shimano we jumped at it. They are light, rigid, look great and the ride they give is quite spectacular. Read on to see what we have found.

First you need to look at these wheels and you can see they are different, the strengthening round the spoke holes, the carbon and alloy mix of the rims, the smooth finish of the hubs and those red nipples, but lets take a close look at the technology first.

The Tech Speck
These wheels are said to be 1380 grams in weight (less Q/R), the label on the side of the rim says so, but the set we have came in at slightly less, so no complain there! The rims are made by a carbon and alloy laminating process, this keeps the weight down and maintains the braking performance without having to change brake blocks for special carbon pads as the brake surface is alloy, although these are mostly carbon rims.

The low weight is achieved with the reduced thickness of the alloy rim wall from 1.3 mm to 0.7 mm, then the carbon fiber is bonded to the alloy for the rigidity, weight saving and strength. The extra carbon reinforcing around the spoke holes strengthens the wheels so that there will be no worries about heavy riders or hard conditions.

Dura Ace Front Hub
The spokes are steel butted and bladed for aerodynamics, they are also straight pull so that there is no weakness at the bend of the spoke at the head as in a normal spoke. The front wheel has 16 radial laced spokes and the rear has 20, crossed twice, the spokes on the front wheel come straight out of the hub from a wide shell and the spoke heads are hidden by a cover so that the hub looks normal. The rear hub has a chunky flange system with blocks of alloy to anchor the spokes down, then for comfort the spokes are crossed two times for a little give, the flanges are set wide for more rigidity. Shimano have now fitted a cassette body that will take a 9 or 10 speed cassette.

Rear Hub
The hub bearings have labyrinth double contact seals that are low friction so that no water will enter the bearings and there is minimal friction. The bearings are treated with Borozon, giving a smooth finish for top bearing performance. The hub body itself is cold forged and machined aluminum hub shell with a 7075 oversized alloy axle.

The nicest touch and a criticism are the red nipples, they look very nice, but if you look at many wheels they have internal nipples, the spoke disappears in to the rim. These wheels have the old fashioned visible nipples; this could be for strength although the internal nipples look neater. Another nice but pointless touch is the etched Dura Ace on one side of the inside of the hub which no one will see, except when stationary.

What Do They Feel Like to Ride?
Well, they ride very well, we tested them fitted with Continental Grand Prix 4000s tires and we used them on a carbon Time bike and a Carbon Scott Addict on the same course that we tested other wheels which has a hard climb with steep sections, a fast descent and some fast flat roads and some bad surfaces, basically it has it all.

They feel fast and light and when hitting the climb there was no feeling of drag, they performed like a carbon wheel, not an alloy/carbon mix. On the descent the wheels go where you want them too, no fighting the steering, swooping through the bends they felt very lively.

Dura Ace Rim
The place they felt the best was on the rough roads, they seemed to take all the little bumps and uncomfortable vibrations from the ride, comfortable and positive. When sprinting with some wheels you can feel the rear wheel flex from side to side as you put the pressure on and when climbing out of the saddle and putting your weight on the front wheel you can feel some lateral give, but with the Shimano Dura Ace 7850′s there is no movement, but the wheels still have that built in comfort. The wheels felt the same in both bikes, so there were no complaints.

Other Dura Ace Wheels
Shimano also manufacture a 50 mm deep section carbon rimed Dura Ace wheelset for tubular tires and also a Dura Ace Scandium road wheelset for tubeless clincher tires. So there are a few different Shimano Dura Ace wheelsets to choose from.

Our Overall View
The Dura Ace wheels are very good and not too expensive, they look the part as the red nipples tie in with the red decals on the rim, the hubs are silver and that goes nicely with the silver brake surface and the very functional quick releases, so they are stylish, perform well, are light and not too expensive.
Our Vote: 9 out of 10, those nipples lose a point.

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Women’s Cannondale SuperSix Ultegra Review

drbob — Wed, 07 Dec 2011 18:01:14 +0000

With Cannondale’s Synapse line catering for the near entry-level end of the women’s market, the SuperSix is a step up with a decent spec, but it’s the man-size frame that will really get your attention. It's a satisfyingly butch bike that’s perfect for more powerful riders, yet remains charming despite incredible stiffness.

Ride & handling: A shockingly smooth ride for a bike that looks like a beast
Powerful riders should consider strapping themselves in before putting their foot down on the SuperSix. Every ounce of oomph you put into the pedals translates into a leap of forward momentum thanks to the super-sturdy bottom bracket and boxy chainstays; it’s a really satisfying feeling if you’ve got the power to put into it (and very ﬂattering if you haven’t). We’ve never been on a women’s bike with such a butch character, and the best thing about it is that despite its incredible stiffness and brute power delivery, it’s not a crude ride.

Get any speed going at all and the SuperSix will hold on to it for you, keeping you at a higher than usual cruising speed that really fooled us into thinking our lack of winter training wasn’t such a big deal after all. If you’re happy with the contact-point kit, getting on to the drops and bowling along for a couple of hours is no problem at all thanks to the rattle-reducing hourglass stays and full-carbon build. It’s a shockingly smooth ride for a bike that looks like a beast.

Our testers were split, though, on how well it handled. Two of our testers, who are shorter riders with a morbid fear of descending, actually found it a laid-back ride, to the point of being slightly frustrating; while our experienced road rider who is slightly taller and loves a twisty descent found this the most precise and agile ride, twitchy and sensitive. The steeper head tube angle and shorter wheelbase suggests faster steering, and we’d guess in a smaller size our two more nervous descenders would have found this more frisky.

Frame: Looks big and bulky, but the full carbon frame, fork and headset keep weight impressively low
We know it’s rude to stare at someone’s nether regions but when the SuperSix landed, we just couldn’t take our eyes off the incredible girth of the down tube and the brooding bulge of its BB30 bottom bracket. Nothing about this frame is delicate or ladylike apart from the white paintjob – in fact we had to double check to make sure we hadn’t been sent the men’s version by mistake. (Apart from a longer top tube and wheelbase, there’s not a huge difference between the men’s and women’s SuperSix frames.)

As well as that massive down tube, the chainstays are boxy and bulky, helping to take the strain you’ll inevitably want to load on to that bottom bracket. Cannondale say the ‘hourglass’ seatstays should help to smooth out road rumbles. If you’re reading this thinking it all sounds a bit heavy-going, relax – the SuperSix might look big, but the full carbon frame, fork and headset keep weight impressively low. The frame and fork package is the lightest on test, despite the fact our Cannondale looks bigger than the others; but the 51cm frame is just a shade over the magic kilo mark.

Equipment: Ultegra specced and a buzz-reducing build
At this price you’d expect a nice build, and it’s good to see that the women’s Ultegra specced SuperSix matches the men’s equivalent from top to bottom (though the bloke’s frame does come in the full range of options while women can have any groupset – as long as it’s Ultegra). As the name suggests, gearing and brakes are Shimano Ultegra and it’s the new, slightly lighter 6700 version you’re getting.

Mavic Aksium rims with Ksyrium spokes ride well and feel fast and smooth. The bars and stem are Cannondale’s own C2 models; some testers felt the 42cm width that our 51cm test frame came with was just a bit too big for their narrow shoulders, while our experienced road racer said she felt it was a better base for climbing and chucking the bike around. The Fi'zi:k Vesta women’s speciﬁc saddle is good quality.

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Bianchi 928 C2C 105 review

drbob — Sat, 23 Jul 2011 18:52:33 +0000

By Mat Brett

"Extremely comfortable mile-eater that doesn't sacrifice speed"

The £1300 price point is one of the most popular among bike buyers and consequently the manufacturers all want a big slice of the action. Bianchi is no exception and makes a play for your unlucky ton with the 928 C2C 105.

Frame: the Lurpak effect
Bianchi's carbon monocoque frame is supremely comfortable, dissipating road vibration almost completely to produce a butter-smooth ride. With its curved down-tube, another slight arc in the top-tube and barely a round profile in sight, it's one that passers-by like to stop and look when you break for a mid-ride cuppa.

Bianchi makes much of the 928's high head-tube and the relaxed ride position it has produced, but the front end is actually the lower than many of its competitors. In fact, none of the proportions or angles are significantly different from a traditional road bike's geometry, so you get a fairly low, aero-ride position, but the frame still manages to feel like a sportive bike that's been built for comfort - which is a good trick, if you can pull it off.

How come? Bianchi puts a Kevlar insert, which it calls a K-VID (Kevlar Vibration Isolating Device), into the wishbone seatstays and the carbon fork legs; whether it's this that's responsible or not is impossible to say, but the resulting ride is certainly exceptionally buzz-free.

Handling: comfort and speed
As we said right at the top, despite quite a low-slung riding position the Bianchi is an extremely comfortable machine, damping out road vibration and offering plenty of vertical compliance for a really forgiving ride. But that comfort doesn't come at the expense of speed...

Although it can't quite stay with lighter bikes on the climbs, the Bianchi is no slouch and it'll make up time going down the other side, as the lack of buzz allows you to focus on the job in hand rather than the rattling of your fillings.
The longer your ride, the better the Bianchi is. Many efficient bikes can leave you battered and torn after a couple of hours in the saddle but we stayed feeling fresh and ready for more on the 928 for much longer than usual - to the point that we were starting to wonder if we just weren't trying hard enough. And when you're not worrying about aches and pains that come part and parcel, you can concentrate on putting the hammer down or enjoying the view - whichever takes your fancy.

Wheels: light 'n' classy
The Bianchi rolls along on Mavic's entry-level Aksium Race wheels - but entry-level is relative; these are far better than opening gambits from most other brands. The milled rims provide a uniform braking surface and are fairly low weight while the well constructed hubs are fitted up with smooth cartridge bearings although, if we're being picky, we'd prefer better sealing. You get an impressive 20-bladed, straight-pull spokes radially laced on each wheel and the overall look is pretty darn classy.
The Aksiums have a tight feel and rapidly spin up to speed. We got a small amount of flex when really blowing out on the climbs, but rarely enough to cause brake rub or sap the fuel tanks.

Equipment: nuthin' fancy
In keeping with its long distance comfort ethos, the Bianchi sports a compact FSA Gossamer crankset. Matched up to a 12-25T cassette, the small 34T chainring will get most riders up most hills even at the end of a long, lumpy sportive while, at the other extreme, we only found ourselves running out of gears in the 50T big ring on the steepest, straightest descents.
The Bianchi's components are up to scratch and generally of the level you'd expect at this price. After a bit of tinkering here and there, and cursing, the 105 rear mech shifted as well as the front one, while the brake callipers might be a little chunkier and heftier than Shimano's more expensive options but their power doesn't lag too far behind.
The anatomic drops and flattened tops of FSA's Wing Pro bar offer several good hand holds, although we're less keen on its carbon-wrapped OS 190 stem - what's wrong with being out and proud as alloy? Bianchi's own carbon seatpost is the real deal but Fizik's Aliante saddle was way too squishy for our taste - after 45 minutes we brought on a sub.

Verdict
We're not saying that alloy frames with carbon seatstays have had their day but, as we've seen, the bar has been raised at the £1300 price point and any bike of this genre needs to come up with something special to compete. The Bianchi is a remarkable all-day mile muncher with a frame that really is so comfortable you start to doubt the effort you're putting in. The spec is good too, but if you have the money and inclination to upgrade as the parts wear out you'll end up with a fabulous bike.

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Time RX Instinct Black review

drbob — Sat, 23 Jul 2011 18:48:14 +0000

Time RX Instinct Black
The RX Instinct is Time’s sportive-focused variant within its RX range.
With Time giving the range a complete revamp over the last two years, we had concerns that one of our favourite all-round race machines could be compromised by complex carbon shapes and new tube designs. Happily, our doubts have proved unfounded as the

Instinct is simply better in all situations than the outgoing Time frames.
What sets the Time apart from all other carbon frames we’ve ridden is the sheer comfort. The Specialized Roubaix is a brilliantly balanced blend of comfort and ride, but the Instinct reigns supreme. We found ourselves looking for poor surfaces to test the RX’s mettle and we never found it wanting. Its ability to smooth the road is something you’ll never tire of, and it’s not at the expense of handling.

The build of our test bike is modest, with Campag’s Chorus 11 (albeit in carbon) and Zonda wheels adding up to its 7.42kg weight. Despite this the RX climbs better than most, the weight simply being of no issue because this wonderful frame is just so cosseting. With a basic Cinelli aluminium bar and stem up front, rest assured all of the RX’s qualities are coming from this brilliant chassis.

Its taller head-tube might put some off, but it’s no sit up and beg touring bike in disguise; you’re not as flat backed as on a full-on race machine but it’s still a racy enough position for spinning up to speed. And the planted feel and connection with the bike makes you fire down descents as fast as your nerves will allow.
What makes the Instinct special?

Frame
The Time’s carbon frame tubes are hand-woven, with each tube composition being tuned to its precise purpose, and stiffness or ﬂex built in. This results in the most comfortable carbon frame we’ve ever tested.

Fork
Time’s Safe+ fork passes every impact test out there and is supremely rigid side- to-side where it needs to be, fore and aft it’s allowed some movement. It’s brilliant at taking the sting out of rough road surfaces.

Headset
Time use its own headset, the ‘Quickset’. Like Canyon’s system it eliminates the use of a bung, which loses some weight. It also means the stem and stack height can be adjusted without having to readjust the headset.
This article was originally published inCycling Plus magazine.

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Specialized Secteur review

drbob — Sat, 23 Jul 2011 18:42:37 +0000

Specialized have a habit of creating new bike niches, like the comfort-inspired Roubaix road bike and the TriCross with its Roubaix, cyclo-cross and tourer DNA. The Secteur range is named after Paris-Roubaix’s cobbled sections and is the budget-orientated, aluminium-framed take on the Roubaix theme, with the same emphasis on comfort over all-out racing performance and identical geometry.

Far from being just a cheaper ‘also-ran’, the Secteur is a fine bike in its own right. Its aluminium frame and carbon fibre fork are as good as you’ll find at this price, with the fork boasting Specialized’s trademark Zertz elastomer insert. The kit is predominantly Shimano 2300, an eight-speed Sora-like setup, and the triple 52/42/30T chainset is a good idea for an entry-level bike.

It’s marginally undergeared at the top – we’d have preferred a 12-tooth small sprocket (top gear) to the 13 fitted, but the 30x26 bottom gear is low enough for most climbing. Talking of bottoms… part of the reason for the Secteur’s plush comfort is the geometry of its Beyoncé-like rear – the seatstays curve outwards from the top, swoop in around the brake bridge and then flare out again at the dropouts, building in flex.

The compact frame and 27.2mm seatpost also keep things very comfortable , while the long head tube (a whopping 225mm on our 58cm) makes for an upright rather than aggressive riding position. (The equivalent in Specialized’s Allez range has straight seatstays and a 205mm head tube.) Mavic’s CXP22 rims are good to see on a £600 bike, forming a strong pairing with Specialized’s own 25mm All Condition Sport tyres; their width offers pretty much the perfect balance of rolling resistance and comfort, and there’s a layer of Flak Jacket puncture protection too.

Aesthetically, we’re not fans of the rear brake cable hanging under the top tube – common to Specialized’s Allez, Roubaix and Tarmac ranges – and the braking from the unbranded dual-pivot brakes is decidedly average, but as a first road bike for sportive, fitness or endurance riding, the Secteur is a serious contender. It’s comfortable, has a reassuring ride, looks great and is well specced for the money. It’s good to see bosses for a rear rack too.

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Cannondale SuperSix 105 Review

drbob — Fri, 22 Jul 2011 20:44:57 +0000

"Quality setup, beautiful ride – all at a reasonable price"
" alt="Cannondale SuperSix 105" />
Last year’s Cycling Plus Bike of the Year was the Cannondale Six, so it should come as no surprise that its successor is another top quality performer with a refined ride. While £1,799 isn’t exactly cheap, you're getting an awful lot of bike for your dosh. A jack-of-all-trades? Perhaps, but the SuperSix has managed to master most of them. Super? We certainly think so.
As usual with Cannondale, stiffness and efficiency are the watchwords, from the SuperSix’s oversized ‘BeatBox’ BB30 bottom bracket to its tapered head tube and super-size down tube. This might make it sound like a ruthless race bike that’ll beat you up on the road, but the stiffness is tempered by the fairly svelte seatstays, and the use of different layups of carbon fibre in particular areas.

The ProLogo saddle was a comfortable choice for most, and the carbon seatpost also helps to ease road buzz. The result is not only a high speed machine with ultra-precise handling, but one you really can ride all day without suffering. It’s not quite on a par with the elastomer-enhanced Specialized Roubaix maybe, but nudges out much of the competition where plushness is concerned.
One of the factors that sets the SuperSix apart is its ability to appeal to so many different riders, and indeed so many different types of cyclist. Fitness riders, racers and mile-eaters all appreciated the bike in equal measure. Racers liked its climbing, descending and sprinting abilities; long distance riders admired its comfort; and just about everybody reckoned it was one of the best looking bikes on test.

Its jack-of-all-trade credentials are clear from just a few of our testers’ comments: “a great all-rounder”… “ideal for all-day riding and racing”… “very fast and comfortable”… “smooth but racy”. The SuperSix’s frame is available with Shimano Ultegra or Dura-Ace groupsets if your budget will stretch, but with 105 it’s a fantastic package for the price.

We’d consider upgrading the tyres, Schwalbe’s Lugano suffering a little in comparison with the Durano and Ultremo tyres on a number of bikes at this price, but that’s about it. So whether you’re an aspiring racer, you’re about to tackle your first sportive or you just want a bike with a sublime balance of speed and comfort, the Cannondale could be the bike for you.

Cannondale Synapse Frameset carbon supersix 51cm

$340.00 (8 Bids)
End Date: Sunday Feb-5-2012 13:15:25 PST

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Cannondale Super Six Frame And Fork Size 56 BB30 HI MOD CARBON
	$1,475.00 End Date: Saturday Feb-25-2012 14:33:54 PST Buy It Now for only: $1,475.00 Buy It Now

Basically New Cannondale SuperSix Carbon Fiber Bike Super Six 6 Race 54
	$2,350.00 End Date: Sunday Feb-5-2012 21:35:38 PST Buy It Now for only: $2,350.00 Buy It Now

Cannondale Supersix 58cm frame no fork never built

$525.00 (27 Bids)
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New 2011 Cannondale Super Six Full Carbon HiMod Road Bicycle Frame Fork 56cm
	$1,799.99 End Date: Thursday Feb-9-2012 16:15:04 PST Buy It Now for only: $1,799.99 Buy It Now

Cannondale Super Six Hi Mod Liquigas Carbon Road Bike Frame BB30 58cm 2008
	$1,129.99 End Date: Wednesday Feb-8-2012 9:24:07 PST Buy It Now for only: $1,129.99 Buy It Now

New 2012 Cannondale Super Six 3 Ultegra 52cm MSRP 320000

$2,499.99 (1 Bid)
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Cannondale Super Six Liquigas Hi Mod Carbon Road Bike Frame 58cm Replica BB30
	$1,349.99 End Date: Wednesday Feb-8-2012 9:42:13 PST Buy It Now for only: $1,349.99 Buy It Now

10 Americans in Tour de France, matching record

drbob — Tue, 12 Jul 2011 12:11:18 +0000

A record-tying 10 U.S. cyclists spent the Fourth of July on the roads of the Tour de France.
American fans had even more to celebrate Monday when Tyler Farrar raced to his first individual Tour stage victory, becoming the first U.S. rider to win a stage on July 4.
''I certainly would have taken it on any day,'' said Farrar, a sprint specialist from Wenatchee, Wash., who rides for Garmin-Cervelo. ''But as an American, winning on the Fourth of July, it's the icing on the cake. ... Lucky me.''
Levi Leipheimer was the last American to win a Tour de France stage, taking an individual time trial in 2007.
Veterans such as BMC's George Hincapie and RadioShack's Chris Horner were among the U.S. riders taking stock of the bumper crop from America this year - and looking to some promising young compatriots.
This year's Tour marks the 30th anniversary since Jonathan Boyer became the first American `Giant of the Roads'', and it has been 25 years since Greg Lemond became the first American to win cycling's greatest race.
Also in 1986, a total of ten American cyclists competed on two teams. This year, just as many riders are competing - but this time there are four U.S. teams: RadioShack, BMC, Garmin-Cervelo and HTC-Highroad.
HTC-Highroad's Tejay van Garderen, at 22, wasn't even born when Lemond & Co. jumpstarted Americans' interest in the Tour, which got a huge boost by the record run of seven Tour victories by Lance Armstrong.
''He paved the way for us, and we just have to keep it up,'' Brent Bookwalter, a 27-year-old BMC rider, said about Armstrong. ''Last year was my first Tour, and I was overwhelmed by the support'' from American fans. You know this event kind of transcends cycling to the sporting world in general. It means a lot to be an American here.''
This year, there is no dominant American like Armstrong. RadioShack riders Horner and Leipheimer have ambitions for a top-10 finish - but that could change if they need to serve a teammate with the best chance for a podium finish when the race ends July 24 on Paris' Champs-Elysees.
Longtime Armstrong lieutenant Hincapie, competing in his 16th Tour, noted that he hasn't been home for July 4 in a long time - but said he feels the sport's growing recognition in America.
''Ten Americans at the Tour de France just shows you how much the sport has grown in the U.S.,'' he said. ''You know people are really starting to realize what a grueling sport this is, and starting to respect it.''
Christian Vande Velde said the main goal of his Garmin-Cervelo team Monday was a stage win by Farrar - one of the world's best sprinters - on the flat 123-mile trek from Olonne-sur-Mer to Redon in Brittany.
Garmin-Cervelo also was going to be riding up front to help protect Norway's Thor Hushovd, who took the yellow jersey after the U.S. squad won the team time trial Sunday, the Chicago native added.
''It's cool that we're going be an American team on the front,'' Vande Velde said at the starting line. ''But if Tyler could win today, that would be awesome.''
Consider it done.

Spain’s Contador crashes at Tour but recovers

drbob — Tue, 12 Jul 2011 12:09:25 +0000

SAINT-FLOUR, FRANCE (AP)
Defending champion Alberto Contador crashed again in Sunday's ninth stage of the Tour de France, and the Spaniard is welcoming the chance to rest his bruised right knee on Monday's day off.
The Spaniard lost his balance and fell heavily with about 74.5 miles left in the 129.2-mile trek from Issoire to Saint-Flour in France's Massif Central - banging the same knee he had hurt in a fall last Wednesday.
''I had a problem with my handlebars, which knocked into another rider's saddle,'' Contador said after safely completing Sunday's stage in 12th place. ''It pushed me toward the spectators on the side, and I went into them and the bike hit me on the right knee again.''
The three-time Tour champion recovered quickly and was soon chasing down the main pack. He then had a mechanical problem forcing him to change bikes just as he was about to catch up.
That was a minor glitch and the Saxo Bank rider soon caught up again and rode on, crossing the line in the same time as his main Tour rivals Andy Schleck of Luxembourg and Australia's Cadel Evans.
''It was a bad day, I was in pain for the whole stage,'' Contador said. ''With a bit of ice and rest I can recover.''
Contador remains 1 minute, 30 seconds behind Schleck in the overall standings, and 1:41 behind Evans.
Contador also fell in Wednesday's fifth stage, where he was lucky to escape with just cuts and bruises.
''We are experiencing a very difficult Tour in terms of accidents, but you have to be optimistic,'' Contador said. ''I have to focus on my recovery. I think the rest day comes at a good time for me.''
Still, Contador was relieved to avoid more serious injury.
A mass crash later in the stage took down about 30 riders and forced Alexandre Vinokourov to withdraw from the race.
''The crash sent shivers down my spine when I saw all the riders on the floor,'' Contador said. ''The peloton slowed down a bit to see what was happening.
''It was a big crash, we were going very fast. I think this bend should have been indicated by the organizers.''
The 28-year-old Contador had more bad luck earlier in the race.
He lost more than a minute during the Tour's first stage when he was slowed by a crash that split the pack in two, and he found himself lagging behind Schleck, the Tour runner-up to Contador last year and in 2009.
Contador was cleared to race in the Tour by the Spanish cycling federation after testing positive for the banned anabolic agent clenbuterol late in last year's race.
The International Cycling Union and World Anti-Doping Agency have appealed the ruling to the Court of Arbitration for Sport. Should they win the case, which is set to be heard in August, Contador faces the strange prospect of losing his 2010 title days after possibly winning another one.
Contador was roundly jeered by fans before the race when the teams were unveiled at the official Tour presentation, but before Sunday's stage he was cheered by many fans near the start line.