Finding time to ride during the work week can be hard. Between family and work commitments, time is the most valuable commodity. With fitness and bike skills being rented and not owned, it can be hard to keep the weekly mile count average up. So why not get creative and mix up your commute? Whilst not pure trails miles, the time in the saddle can help keep your fitness up, and all time on the bike is good time.
Absolutely nothing!? maybe? I don’t know, lets talk it out.
So there is this perennial myth in mountain biking, that “big MTB” is creating new standards to devalue our existing bikes and force us into buying new product.
142X12, Boost, Super Boost, Plus tires, 29er Plus, BB30, PF30, 1.5 straight Steerer, Tapered Steerer, 20mm, 15mm, 12mm, 10mm and good old QR axles to name but a few. It can become pretty easy to look at all of these new “developments” and start believing that the Illuminati has been confirmed.
I just don’t care, I really don’t
Now I am no “industry insider“, I don’t own a shop, I’m not a frame or component manufacturer, I am at the consumer end of all of this. Frequently however, it is the consumer end of the chain that has been the most vocal against new standards. You do not need to wade far past the “looks like a session” comments on Pinkbike to find the hate for any fresh standard.
So here is my opinion on the proliferation of new standards. I just don’t care, I really don’t. Whilst that sinks in, let me illustrate why this is with a story.
I had a Honda HRV, I loved the car, he was called Henry. Henry Snapped a drive shaft pulling out of my drive one day.
Was my reaction;
“Thank goodness for industry standards! I’ll pull the RH drive shaft from my wife’s Citreon and go and get a replacement from my local autoparts shop.”
No, of course not, that would be ridiculous. I as the consumer, sourced and ordered the correct part, based on the manufacturer, model and the year of my car. It arrived, and I repaired my car.
In almost all of our consumer goods, we accept that component parts are not interchangeable. The heating element for my Kmix coffee maker is not interchangeable with any other drip coffee maker for example. So why as a consumer, do I expect that of my bicycle?
Arbitrary standards based on what was historically available or what is used on road bikes makes no sense. The width or length of an axle should be based on what a bicycle requires to be a better bicycle.
But we have a problem, a bicycle manufacturer does not make bicycles, they manufacture frames. Even with the big box brands that have their own branded components on their build kits, rarely do they actually own the factories making those parts. Component manufacturers produce the parts that engineers at Trek, Spesh et al have to conform their designs too.
DT Swiss make the hub, the engineer and product managers at Trek see what is available from the catalogue. They then make a choice as to what is most appropriate for the frame design and target price point.
Sometimes, an engineer at for example, Trek, has a hunch. Increasing the axle width will lead to a more evenly dished wheel, a straighter chainline and a stiffer rear end. Trek speaks to DT Swiss, they explore the possibility of making a hub that will fit this new standard. Trek wont tell Specialized whats happening, but DT Swiss will, after all they now have this new hub width to sell. Before you know it, Boost is a thing.
There have even been occasions when a bike brand has co-invested with the component manufacturer, lessening the initial outlay in bringing a new product to market. Trek payed for the molds for the Reba 29er lowers to be produced for Rock Shox’s. That is a 100K investment. Arguably, without the Reba the 29er wheel size concept could not have been proven. It kick started the development and growth of the wheel size, and introduced another new standard to the world. Another debate for another time perhaps.
There are also times when brands have genuinely made their own components, with varying degrees of success. Specialized Future shocks anyone? Trek however do not make suspension or cranksets. They may own Bontrager, but they don’t make everything a bike needs. So product managers still have to rely on other component manufacturers to complete their bikes.
This is one of the major differences between the bicycle and automotive industries. Whilst some car makers do use OEM parts made for or by other manufacturers, they still manufacture and sell the entire car. Bike companies frequently only make one part of the puzzle.
Component manufacturers also want (and need) to sell to as broad an after market as possible. This goes without mentioning that more experienced riders are just as likely to buy a new frame instead of a complete bike from their LBS. These riders are typically the most vocal when it comes to the adoption of new standards. They bemoan having to buy new hubsets and cranks when upgrading their existing frame. Or how they can not simply transfer all of their existing components to the new frame of their choice.
Is the expectation that you can transfer any mid to high end wheel/crankset/brakeset to a new frame unrealistic? Yes. Does it suck if you dropped £600 on a new wheelset, only for them to not be compatible with a new frame a year later? Yes. But please acknowledge that the rider who spends that level of cash on parts and who also changes their frame on a regular basis is the minority within the market. Stop your whining.
So who in the bicycle food chain do new standards really harm?
I don’t buy that argument. If I am upgrading or building a bike, I just order the correctly specified part for that bike or frame. Just like when I repaired my Honda. When 650B came on the scene, did my 26 inch wheeled bike explode in a puff of small rimmed obselance? No. The bike still worked as a bike. “The industry” did not force you to upgrade, you chose too.
Yes and no. Now I don’t work in a bike shop, so my views here are from the outside so may be inaccurate, please correct me in the comments. but I don’t see many expensive top tier big ticket items sitting in glass cabinets anymore. Sure they have some more common standard wheelsets in stock. for example, 135mm QR rear hub wheels. But I have seen a set of those wheels sit unsold in one shop for several years.
If I wanted a custom wheelset made up, I would speak with my shop wrench and we would work out the best mix of hub/spoke/rim for my needs. I would tell them what I frame had and they would order the parts they required.
In the same way I do not expect my independent garage to have the driveshaft for my Honda in stock “just in case” why would I expect my LBS to carry every conceivable spare or upgrade? That, I feel, is unrealistic and unreasonable of me as the consumer. My LBS is a service centre and knowledge base, not amazon prime. That is not to say that the proliferation of standards is not a right pain in the ass for the LBS. I am sure there where more than a few eyes rolled and groans at the news of “Super Boost”.
Here you go, this is who I think is really harmed by shifting standards, importers and distributors. Distributors bring product into a country and distribute it amongst their dealers (LBS and online retailers), they are typically a B2B business.
Now when I go to my LBS and we look at the big Saddleback pornographic catalogue of components whilst discussing that dream wheelset build. They will order the CK hub from the aforementioned distributor. It is then the distributor who has to make that initial investment in inventory. It is the distributor who has to hold an ever diversifying inventory when new standards emerge. It is also the distributor who is left with dead stock taking up space and tying up cash-flow when the world forgets 142×12 hubs.
The Consumer Again!
Sort of, I have no way of knowing other than what I would do in that business. But if I was a distributor with a damaged balance sheet due to redundant stock. I might try and increase prices elsewhere in the product range to try and mitigate that loss.
Now what if we thought about this whole question differently. What if we as the consumer re-wired our expectations and what if the component manufacturers became consolidated with the frame builders into one holistic business.
The engineers could build the best bike they could build, not being restricted by the need to conform to a limited series of standards. Being able to base decisions such as hub width on the engineering, not what products were currently available. knowing that the suspension division could build the right fork for the application, the correct drivetrain for the suspension kinematics. No more off the shelf forks or shocks with a “modified tune” fitted to every bike at the same price point.
A bike where each element was designed as part of a whole. You know, like the automotive industry. Imagine what that bike would look like.
Pretty interesting and exciting times for Stravaiging in 2018.
Well technically not only on Stravaiging, as I have started producing content for Singletracks.com. Whilst I will be making videos and articles for Singletracks as part of the editorial team, I will still be writing here. Just not necessarily on the same topics or with the same tone.
Writing and producing content that is exclusively for for another site is a step up from a hobby blog, but it is one I am excited to make. I will also be sharing the posts I produce on Singletracks here as well, so I can keep an archive of all of my posts and content.
I want to thank everyone that has visited and supported StravaigingMTB these past few years. Without you visiting and reading my ramblings I wouldn’t of been able to progress my writing or make the steps towards being paid for doing it.
I hope you enjoy the posts that I have planed for both sites in 2018.
Special shout out goes to DialledMag.com for sharing posts and videos from Stravaiging the last few months. Cheers guys you’ve been awesome.