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January 2019
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I’ll admit it, I was a NAYSAYER.  Why would I want disc brakes on my cross bike?  My train of thought was if you are braking that hard you are going backwards anyway. I had (and still have) my cantis perfectly adjusted and throwing down a kid-like skid was no problem.  So why? I kept saying. Why would I need the more complicated system of discs brakes?  It would require me to sell off years of rim brake wheel builds and collecting to afford the jump to disc.  I was there in Madison the year disc pads were eaten alive in half a lap in what was the perfect storm of liquid sandpaper being poured into caliper and pad interface. It was also the early days of the technology for cross.  I’ve been there in the in-between times of rear axle spacing, hub availability and the conversation around (gulp) thru-axles! Taking such a simple machine and “complicating” it with hydraulic fluid, brake bleeds and sharp brake rotors. Plus, I travel with my bike and end up in strange places some days. What if I spring a leak?  What if armageddon came and all the dot 5 fluid in the world was snatched up?  What if I had to bleed brakes every time I rode the thing? Plus the looks of those hoods! Blasphemy! Then there was also the purist in me that has run a single ring for almost 20 season of cross racing coupled with my beloved cantilevers.  I’ve had them all; Dia compe, XT, XTR, SPOOKY CARBON (hand carved by a gentleman in The Netherlands)….TRP Mag’s and TRP RevoX’s….I thought the cutting edge of braking technology was when Swiss Stop came out with the Yellow pads that gave slowing down on carbon tubulars a fighting chance!

Enve 12mm thru-axle, mated to Mavic Allroad wheel set, 6mm allen bolt head.

So here I am.  I take it all back, you were right. (I’m talking to you Michael Robson) You see about 3 weeks ago I made the jump to hyperspace just like in STAR WARS.  I flipped the control switch and it clicked and I fired off into the full-on-21st-century-stuff. Was I mad?! Since then I have logged a few hundred miles on the rig above, with one race in the mix as well.  It’s our Psychlo X 2016 model built with thru-axles (front & rear) SRAM Force 1x and those beautiful things the rest of the cross world has been talking about for years……hydraulic DISC brakes!

140mm rotor with Force 1 stoppers.  My visit to our Koksijde sand pit.

I supposed you could say that I waited until all the right pieces of the puzzle were lined up to make the jump, but really it’s more dumb luck on my part.  The SRAM 1x system I’ve been riding on my canti bike for the last year and a half has been great, so I knew I loved that.(single ringer for life)  (Mark those words).  It was the coming together of several companies with just the right items.

Rear post mount + 140mm rotor, 142 x 12 thru-axle with Syntace bolt on.

A move to 12mm thru-axle forks for cross and road “standards” and the now tried and true 142 x 12 rear axle that has (pardon the pun) “crossed” over from the mountain bike world.  As well as those dead sexy Mavic Allroad wheels that can switch from 9mm quick release, to 15mm or 12mm thru-axle in the front and QR 135 in the rear to the 142 x 12, with just the change of end caps.  Here’s the full break down of the build:

56cm Moots Psychlo X

Enve 2016 CX fork-12mm thru-axle

SRAM FORCE 1X drive train (40t x 11-28 gearing)

SRAM RED bb30 crank (I stole this from my road bike)

Chris King PFbb30 bottom bracket

Chris King 1.5 to 1.125 I7 head set

Mavic Allroad clinchers

142 x 12 rear thru-axle Syntace bolt on

Post mount rear disc mount

SRAM FORCE HYDRAULIC brakes (moto style of course)

SRAM Centerline 140mm rotors front & rear

Fizik c3 stem

Fizik c3 bar

Fizik Airone saddle

Truvativ carbon seat post

Clement MXP clinchers

Lizard Skins 1.8mm bar tape

Mavic pedals

How could you be so bridge less? No-bridge option for more clearance.

My take on the difference of ride:

Yes, they brake better and more consistent than cantis across all types of weather; dry, wet, snow, mud, frozen…. You can go faster and deeper into corners before scrubbing speed. They take the brake arms away from the rim and allow more mud clearance up there…..but really the part and subtle twist I find to be better than some of those above are the fact that the hand pressure required to activate them is way less. Even with the cantis adjusted to be “feather light action”.  To me this leaves my un-muscular arms to concentrate on driving the bike and focusing on trying to go fast vs. applying more hand pressure to the brakes and less on holding the bars.

Love the skate park on a cold day.

And speaking of holding…those sexy SRAM hoods….I take all of that back as well.  They are amazing…..they provide a perch that is near perfect for applying weight to the front wheel and driving it through corners without feeling like I’m going to come off of them. And time consuming brake bleeds? I take that back as well.  It took me 5 minutes per wheel to bleed the entire system….way shorter than fiddling around with my cantis.

Then there is the line holding confidence of the thru-axles…..This ranks right up there with riding hand sewn tubulars inflated to 1.2bar by the breath of a baby.  You don’t understand it until you try it….the way they hold a line when put under cornering pressure is truly astonishing.  Solid, precise…pinpoint.  I’m a believer.

Rally spot near the Yampa River. Note the slide marks on the trail…….yahooooo!

Now, don’t get me wrong, I still have a canti bike, but it’s been giving me the “how-could-you?” look from its hook in the garage. I have seen the light and now I’m a believer.

Not the famed ‘5280 stairs of Valmont, but the famed ‘6700 stairs of Howelson Hill.

It wouldn’t be Steamboat without some snow.  The Fish Creek nordic ski trail. Gotta practice in the conditions that could be at the next race.

Now, all of this technology and lingo is great, but does it make for a better rider experience? Yes, but especially if you have been throught he dark ages of Cyclcross’s past “technology”.

One last shot of the sand pit at Howelson.

All of these photos were taken on the same day, same ride and I invite you to come visit us at Moots.  I’d love to take you on our “cross tour of town”….HUP!! HUP!! Thanks for reading.




The Cycle Mode International bike show will take place this coming Friday, Saturday & Sunday in Tokyo, Japan. Over 200 companies will be on hand to greet the more that 35,000 show-goers. Moots will be represented by our Japanese distributor DIATECH. They will be in booth 3-17/3-22 and will have on hand a brand new Psychlo X RSL built with Shimano Di2/discs.  If you are making the trip, stop by and check them out…  ……as a matter of fact it’s this very frame below that they will have in the booth.

In addition to a great bicycle show, the organizers also put on a Cyclocross race…..at night.  STARLIGHT CROSS takes place under/with lights on the bike…….looks like a blast!





Di2 equipped Psychlo X…


Matt Alford (Moots International Sales Manager) takes “Pete’s Plundge” on the “hummocky” grass…..Matt just built a new Pscyhlo X RSL race machine.  Cx1, #cantis4life, pure go-fast rig.

This past weekend the Colorado Cyclocross season had a bigger race weekend than normal at the scene of the 2014 Cyclocross Nationals–Valmont Bike Park.  With UCI points on the line for the pros and junior categories, the production level of these races was much higher.  But pro point’s aside, we were there to get two good days of racing under our chamois in the amateur classes.  The course for Saturday was the exact same layout from Nationals.  Features included: “Pete’s Plunge” The “5280 Stairs” and the lower twisty section called “The Glades”. Then on Sunday it was almost completly backwards, with 4 steep punchy climbs and those stairs in the last half lap. *Note to self: practice more suffering.

Now I’m not sure if you have been following Cyclocross this year or for that matter our warm weather pattern, but we have had some H-O-T temps….much too hot for a hard hour effort…..did I mention it was about 80 bazillion degrees on Sunday at race time?  It really doesn’t help to be a mile closer to the sun either.  Also, due to the dry weather in Colorado we have also had courses that are what we call “HUMMOCKY”…this is a term for clumps of grass and in this case it’s high plains type of grass, not your smooth golf course type.  So with the heat, comes the bumps and well as the title says…..comes the blisters.  The last part there is my fault for not having tougher hands, but the grass at Valmont can hardly be call grass.  It’s more of a root-ball that you bounce over no matter how low of psi you are running.  It’s downright rude as a matter of fact……

The racing was fun, we got to hang with good friends and that blister is now a nice callous….so I’ll be set from here on out.

I snapped some photos….hope you enjoy……see you at the races soon.

The beautiful hummocky grass of Valmont Bike Park…. my hands hurt just looking at it…..

Nate Bradley (Moots miter shop supervisor) pulled a 3rd in the SM 3 on Satuday and then a 5th on Sunday.  Nate is riding a Psychlo X with D/A Di2 and Cantis.  Note the water bottle on bike.  Hot days call for a drink.

Katie Clause from the Alpha/Vista Subaru/ p/b Moots junior team raced with the SM3 both days.  She is the reigning junior national champion.

That’s a lot of Moots.  The Alpha Cx team is a junior based program and has 5 elite juniors, two of which are national champions, with the others nipping at their heals.  **Can you spot Gage Hect’s bike with Bart along for the ride?**


Valmont makes for a nice race setting.

Matt on the 5280 stairs getting his #MATTNESS on.

Katie racing with the men.

Nate corners on day one.

A present from Valmont.


The first annual 12 hours of Penitence.

After the 24 Hours in the Sage was canceled in August I began looking for another event and was so glad to have found this awesome event.  I spent many days climbing in Penitente Canyon in my twenties and it was really cool to be back in this special place.  Sydney and her crew did a great job with this inaugural event.

The course was a 17+ mile with 1850’ of climbing and was nothing short of demanding, punchy, and downright rowdy, a true mountain bike course with lots of fun technical features, stout climbs and spicy descents.  I raced in the large solo category on my single speed set up with a 32 x 19.  After my second lap I switched to a 32 x 20 and would have gone to a 21 if I had one.

The day started out with cool temps and stayed mild throughout the morning.  There were some quick rain showers that kept the body temperature regulated and the mind invigorated.

My fourth lap was brutal!  It seems there are always a few of these moments when you fall apart.  The mind was weary, the body struggling, and mojo low.  Mid lap, I watched a Goss Hawk play on the thermals of the ledgy rocks and reminded myself not to fight the forces but to “play” with them.  It settled me down and at the top of the Witches Canyon climb I was rewarded with a Rainbow.  It fueled my soul and put power back in my legs.

Jeff my good friend, colleage, and crew man had a fried egg sammy waiting for me and I savored my usual last lap beverage of choice, a real sugar Coke in a bottle.  I rallied hard on my last lap moving up two positions and tried to come in by 5:15 so that I could ride a sixth lap but came in 7 minutes too late.  It was probably better because I was destroyed and not sure I had another damn hard 17 miles in me.

I ended up 4th place in the solo category and was the first single speed rider.  Missing the podium again by one place stings but I’m getting closer I suppose.  I felt very fit coming in and although I am proud of my finish I was also a bit humbled by the demanding nature of the course.  Big thanks to Jeff for crewing for me, Sydney and Brink for a kick ass event, and of course Moots for my most amazing ride and support.  My YBB handled the rocky course with precisión, accuracy, and fortitude.  I love my bike!

Thanks for reading…

~David Gensch



A call out to help one of the founding fathers of the mountain bike.

Charlie Cunningham sustained multiple injuries in a fall in August 2015, broken bones, bruises and head trauma.  He is hospitalized and is making strides to recover from brain surgery.  Learning how to talk and swallow are just a couple of the hurdles he is facing.  He needs our help to pay for the mounting medical bills and modifications that will be needed to his home in Marin, CA.

We have a nice way for you to contribute to the Charlie Cunningham gofundme efforts….

Over the past few years we have built our “Moots Ti Sticks” each Cyclocross season so you can cheer on your favorite racer.  100% of the proceeds go to an organization that we like to support, raising about three thousand dollars from our version of a “cow bell”.  In the past the recipients have been IMBA, Bicycle Colorado, and Colorado Flood Relief.  All very worthy organizations that do some great work on the international and state level.  This time it’s a bit more personal…

We are ready and set to sell the 2015 limited batch to help one of the founding fathers and innovators of the mountain bike.


The 2015 “Moots Ti Sticks”

About the Moots “Ti Sticks”~ these are made from drops or scraps that cannot be used to build bikes.  Normally we recycle our drops, but for the Ti Sticks we save some choice drops and donate our time to weld and finish them by hand right along with our frames, stems and seat posts.  It’s a labor of love for a cause and this year it’s all for Charlie.

You can click over to our store and purchase a Moots Ti Stick and be guaranteed that 100% of the sales will go directly to Charlie.  We have only 32 of them this year and at $125.00 each that will be $4,000.00 to help out a bike genius in his time of need. Plus you get to walk away with a momento and remember how you helped a guy that has in some way touched us all.




Today we have a friend of Moots write about his experience during his 3rd 3 PEAKS “CYCLOCROSS” RACE.  Wes Ulrich resides in Germany and has been a long time friend of our sales director Corey Piscopo.  Wes also made a special trip to Eurobike to come and ride one evening with us, he’s a  great guy and super committed cyclist.  He took his new ROUTT to the test this year at 3 PEAKS and wrote this insightful piece about his adventure……

For Three Peaks the bike spends a good amount of time on your back. Wes puts on his pain face at this point.

It’s been four days since the race ended. I keep playing it over and over in my head. I suppose that’s the sign of a good race…. or obsession, or both. I’ll definitely admit being a bit wild about the Three Peaks Cyclocross. But apparently so are others, 650 riders line up to start, chosen from the over 1200 registrations. Pain is popular. I was riding this year with my friend Dave, a former pro. I recently moved to another country and was- er… underemployed for a bit which allowed me plenty of time to get in good shape, and to train specifically for the Peaks. This mostly involved sprinting up steep hills carrying your bike repeatedly. I also included it into my normal daily routine by always walking on my tip toes to train my calves. Inevitably you look like a bit of an asshat to most people. I religiously trained all summer. I finished in 4:38 my first year, and 4:03 my second, so I was shooting for 3:45 or better this time around.

The Course

But this training is for good reason. It’s a unique race. (For those not familiar with it, you can read all about it here) Basically throw most of what you associate with cross out the window. Instead of one hour, the winner typically finishes in about three hours, with the rest of the field coming in at up to seven hours. Rather than barriers, run-ups and the like, the ‘Peaks’ relies on only three climbs, which I’ll describe in turn below. Yorkshire doesn’t have the elevation, but it makes up for it with gradient, weather, and the absolutely silly condition of the trails: if you had a choice most people would ride full suspension bikes. As one of my support crew, Ed, put it, “the Three Peaks is a running race where one is inconvenienced by having to carry a bike.” Even the best riders will be walking for about 50% of their total time racing. And I mean that literally. On Simon Fell, it’s so steep that you are pulling yourself up by clumps of grass. When the gradient is headed downwards, many are still walking. It’s easy to spot those who haven’t either spent time training for the race, or aren’t good bike handlers.

Having ridden the race twice before I knew what awaited me. The race is often made so difficult not only by the course, but by the weather. Sunny days can quickly turn into a deluge. One wouldn’t expect the conditions on top of 700 meter ‘mountains’ to be so different from the valley, but Yorkshiremen are a hard bunch for a reason. 15 degrees Celsius in the valley often changes to 5 degrees at the top, and usually with a stiff wind.

The first time I rode it was in biblically bad conditions. Pouring rain with near freezing temperatures at the summits and sustained 40mph winds gusting to 55mph. The biggest challenge was staying on your bike. Riders would often find they could ride on the leeward sides of stone walls, only to come to the end of the wall and immediately be blown over. If the wind didn’t cause you to crash, the mud and water did. On one descent I fell off 12 times. You can only laugh at that point. It’s for these reasons that you are required to carry a blaze orange survival bag and whistle. See YouTube for examples of the silliness. This is an excellent video of the Peaks in bad weather.

The last two years, however, were exceptionally warm and dry. But even then it’s usually very windy at the summits. This year too was amazing and rare: a warm, dry, still day. Perfect for fast finishing times.

The Kit

The race British Cycling, with a few exceptions. Riders must use a Cyclocross frame; no adapted 29er frames allowed. Drop handlebars must be used, not even flared drops are ok. And tyres cannot be wider than 35c. It’s still a fairly laid back race, there are no commissars roaming around with callipers to measure tyres and handlebars. So it works on riders being honest, and I can’t say I’ve ever seen anyone riding anything that’s not allowed. Though I suppose with wider rims becoming common there is room for people to have a labelled 35c tyre measure a bit larger. Honestly though, it wouldn’t matter. Two extra millimetres of rubber won’t save you on the descents if you are rubbish.

I’m a bit of a kit geek and I have always gone to the limits of what is allowed. The first year I just hopped on my cross bike. My logic was ‘why change your bike for a single race’. I rode with my normal deep drop 42cm handlebars. Changing only to a shorter stem. Now that I am hooked on the Peaks though, that’s gone out the window. It’s usually the only cross race I do (I’m terrible at intense 1-hour efforts).

It turned out that riding what I had around was a poor idea. I quickly learned that certain changes- and not even expensive ones made for a much better race- and more fun. Among the changes include ‘B-levers’ (bar top levers), wide (46cm) compact drop handlebars, and less drop (differential) to the bars, and a mountain bike seat so I could get way back on the steep descents. A good rule of thumb is to basically make your cross bike as much like a mountain bike as you can. The B-levers and wide bars allowed me to descend on the flats of the bars and keep my weight further back. It also made the handling much more like a MTB. Gearing of course changes: in the front were a 46/33 tooth compact, and long cage rear derailleur, and an 11-36 cassette. I thought about putting on my mountain bike crankset, and a 42/28, but there are some very fast road sections and my 46×11 is already close to spun out.

Tires are key. Supple, high TPI tires get eaten alive by the sharp rocks in Yorkshire. Hands down the most popular tyre is the Schwalbe Land Cruiser. A wire beaded hulk that is tougher than elephant hide. It’s reliable, but also 600 grams. To avoid pinch flats most people run max pressures of 65psi. The Yorkshire wisdom being that lack of comfort is faster than fixing a flat. I suspect Yorkshiremen are simply double-hard-bastards and enjoy the pain. I’ve run tubeless the last 2 years and did again this year, allowing me to run a ‘comfortable’ 37/42psi and get a bit more grip. I guess I’m soft.

The final change I made was to use old MTB shoes. Super stiff carbon soled shoes are a bad idea- you’ll probably destroy them, and you’ll also get a full complement of blisters. Dave decided to use his Bont shoes. They ended up in pieces and his feet were wrecked. I have a trusty pair of 10 year old Sidi dominators that by this time have a fairly flexible sole. I proceeded to give the soles a good covering in Shoe-Goo to increase the stickiness on rocks, and then used blocks from old MTB tires to increase the grip in the toe area. Definitely a MacGyver job, but it worked wonders for running on slick rocks.

Lastly, if you check out the excellent photo galleries on the Three Peaks site, you’ll see a lot of pipe insulation on top and seat tubes. When you are carrying your bike for 15-30 minute sections this makes life much more enjoyable.

The Race

The peaks is a cultural experience. The northern accent is often impenetrable for me as a Yankee. We arrive at the start area, situated between a pub, a bunkhouse, and a farm. (This is the Village of Helwith Bridge). A weathered Yorkshire farmer directs you to park in his fields. Sheep look on in bewilderment. You sign on and get your ‘dibber’, an electronic wrist tag that everyone must ‘dib’ into a timing device at each checkpoint. From the moment you get out of the car you hear Roger, the race announcer. He’s real salt of the earth. If you can imagine Dick Ring (for the older New England riders among us), but from Yorkshire, you have the idea.

The riders line up in estimated finish order. This is usually a bit of a shambles as riders who haven’t ridden think they will be faster than they end up. (I made this mistake myself). I had a decent place this year, about 100 riders back. My starts are never good. I’m a bit of a diesel engine and need to warm up. My initial goal was to not let Dave kick my ass too badly. However, he decided to really challenge himself and ride his bike less than 10 times this summer. The gun went off and we started into the ‘neutral’ section of 5 miles full-gas on the road. It’s a bit nuts as the faster riders get sorted out into the front. I was in the red almost immediately. Dave, who apparently is always ‘on’, started about 500 riders back and caught me in the first few miles,. A bad omen I thought. I gritted my teeth to stay on his wheel, determined not to suffer the indignity of his utter lack of training beat me. We road together through the official start of the race- a cattle grate at a hole in a stone wall. Once the race was off road I felt a bit better, and my low gearing allowed me to keep riding where others were already running. (I am an awful runner). But I held back a bit still, as the first climb, Ingle borough is the worst. It starts off with a section called Simon Fell, which is steep enough that most people line up along a stone wall with a wire and barbed wire fence and use it (non-barbed parts of the fence) to pull themselves up. I was able to do so myself and it helped me stay comfortable. Once over Simon Fell there is a brief respite as you approach Rawnsley’s Leap, a latter over a stone wall where there are marshals that help you throw your bike over. From there you can ride a bit more before you have the final over a very rocky section to the top.

The descent from Ingleborough is only technical for the first bit. After that it can be very fast, and mostly grassy. The tricky parts are the frequent boggy sections, which can be deceptively deep enough to swallow a front wheel. I’ve made a habit of trying to watch the few riders in front of me so I can let them inform me if my intended line turns out to be a wet version of the pit of Sarlacc. I picked off about ten riders on the descent. By the time I was at the bottom of Ingleborough my arms were jelly. I took a feed from my excellent support team and hit the fast road section, spinning out my top gear before hitting one of the road climbs. Those who know me are aware that my climbing is mediocre at best, so I sat up a bit to recover and waited for the people I passed on the descent to catch me knowing I had about 5 miles of road ahead. Once they caught me we quickly started a chaingang and were motoring along. Another group caught us and the pace was quickly up to 27mph- on cross bikes! Fortunately for me the group was now about 20 riders strong, and the guys in front were either ‘strong like bull’, or ‘smart like bull’, and they did all the work as I sat in.

The group continued to hammer as we hit a small hill just before the next climb, Whernside. I ‘let’ the group gap me (or they dropped me, it’s all about your point of view, right Obi-Wan?). In some ways Whernside is considerably easier than Ingleborough. Whereas the latter is mostly grass, and is almost always somewhat wet (its Yorkshire after all) as well as silly steep, Whernside is simply rocky. Stone slabs have also been placed as stairs and to prevent erosion. There are a number of gates for livestock on the climb, but some kind Brits were holding it open. Being the polite people they are they were probably there all day rather than close it in some random riders face.

I was feeling great on the climb up Whernside, even running at times. My method was to run just long enough to pass someone, and then recover, and repeat. This was necessary in part because the trail is really only wide enough for one person and so you end up walking at the speed of the slowest person until you find a suitable place to run past. I picked off a few more people up Whernside and knew I was doing well if that was the case. Other years it’s just been damage limitation. At the top I was relieved to find that there was almost no wind. Reassuring since you ride between a stone wall made of sharp stone on one side, and a cliff on the other.

I started the descent off Whernside which is notoriously tough. The path on this side of the mountain has been turned into a long series of stone steps in order to prevent erosion. You can ride on either side, but the grass is quite deep and often hides wheel-eating gullies. If you can ride the stairs then you can gain huge chunks of time. I kept riding where others were walking, briefly getting stuck behind one fellow who wouldn’t give way, insisting that “you’ll just have to get off anyway mate.” 99% of riders at the peaks are super friendly and will give way when you want to pass. I was a peeved at this guy, and so buzzed by him- telling him “well, MATE, some of us are still ON our bikes!” No sooner than I said it than I realised I better not crash or walk or I would be the one looking like a wanker. Luckily I kept my composure and was able to ride down all the stairs all the way to the bottom.

The bottom of Whernside is a favourite spectator spot. On a nice day it’s gorgeous, especially with Ribblehead Viaduct as the backdrop. I was feeling great and rode down all the tricky sections with spectators, even giving a few “yeeeeehaaaaww’s”. (Though I’ve never even seen a cowboy). I grabbed a bottle from my crew and then it was onto the road again for another 5 miles. There was no one in sight behind be so I put my head down and gritted my teeth. Fortunately a very strong bloke caught me. He was flying along and I stuck to his wheel. He was a nice guy, never asked me to pull once.

At the bottom of the last climb, Pen-Y-Gent, I found out why  he dropped me like a stone. Pen-Y-Gent is the only one of the Peaks that you can climb on your bike for any decent amount of time. I was feeling my effort at this point, and it was uncharacteristically warm.  My arm warmers had been sliding off recently, the result of denying myself cake all summer except during the visits of Dave and Moots’ Corey Piscopo. I thought it a good idea to pin them up. I was regretting that. A few riders I passed on Whernside caught me. But there were more spectators, and that helped a bit. Pen-Y-Gent is an out and back climb and I was pleased to hear that the leaders had not come down yet. I looked at the Garmin and realised it was possible for me to go under 3:40. I reached the end of the rideable section and began slogging it up the hill. I was faster at this than others and caught a few more people by this point I was determined to go under 3:40 and was turning myself inside out. The leaders started to come down the hill and I kept to the left and out of their way as they were careening down the path. Some were going way too fast and braking too much- a fact confirmed when the retort of an exploding tubular rang out and I looked back to see a rider disappear into the long grass off the trail.

I reached the summit about 20 minutes later and hopped back on my trusty Routt and down the mountain. You don’t appreciate suspension until you ride a cross bike on a trail with rocks the size of soccer balls in the way. But the comfort of the titanium and the slacker angles helped keep me upright. The peaks is not a great race for a super quick handling cross bike. I quickly and passed some riders, even the nice guy who towed me to the bottom of the climb, telling him to hop on, but he was riding with full brakes on: skidding than rolling. This is a better idea than it sounds due to the frequent water troughs in the path made from large flat rocks that stick straight up, and are perfect for pinch flats. I was now in full nutter mode and proceeded to bunny hop them all, save for a few, much to the spectators delight. I was having the race of my life.


Frame: Moots ROUTT

35MM Tires

“b” levers

46/33 chain rings

11-36 cassette range

Note the “portage pad” on the underside of the top tube

Single bottle on seat tube so you can shoulder the bike

High tire pressures are required at the Peaks to prevent both pinch flats and dented rims. I ran tubeless tires at 37/42psi.  I was almost to the bottom when my front wheel hit a sharp rock and released the full contents of Stan’s fluid. This was decidedly less delightful to both me, and to the spectators to my right side. I got off and check it out, a kind spectator offered to help with his pump, but the hole was much too large for the remaining Stan’s to seal. So off I ran carrying my Moots for about half a mile until I got to the main road and cried out for my mates to give me a spare. Unfortunately they weren’t there. They had not yet arrived from the previous support point! I never thought Dave and I would be far apart, but it turned out his race wasn’t going so well due to a combination of a complete lack of training, and multiple punctures.

Fortunately, some very kind guys from Velo Club Moulin provided me with a spare as their rider had just gone through. I hopped back on and proceeded to go flat out to make up the time. I was really hurting now but made myself crank it out. I felt like I was “going plaid”, or perhaps it was just burst blood vessels in my eyeballs.  I could hear the Yorkshire drawl of the announcer and kept hammering, back over the stone bridge to the finish. 3 hours and 43 minutes. I collapsed in a heap for a full ten minutes before getting up again. I was a bit angry about the puncture, but quickly realised that it’s only a bike race, and, that by the standards of the Peaks, losing 3-5 minutes to a mechanical isn’t much. I was 78th, just over 45 minutes behind the leader, but still in the top 12% of riders. I had cut 20 minutes off my time. At this rate I’ll win in four years!

Analysing the splits I reached the first checkpoint in 110th place, and every one of the riders I caught except for a couple were on the descents. The Routt certainly helped in this regard, as everyone I passed was riding a lightweight, carbon frameset. No doubt good for your local cross race at the office-park, but not a great idea at the peaks where reliability and comfort count for a lot.

I was feeling a bit nauseated. It’s Yorkshire, so I partook in the best of local recovery cuisine: a chip butty with HP sauce. (fries on a bun to the Americans). Dave, out loyal supporters Oly, Ed and Daimo then had our ritual enormous curry and pints.

I’m already looking forward to next year.









The 5 person team of Alpha Bicycle Company is racing on Moots for the next two seasons. (photo courtesty Dejan Smaic @ SPORTIFIMAGES )

#CYCLOCROSS is coming right? No, Cyclocross IS here.  The first weekend of October has served up some cooler weather and some hot racing.  Out east at the Providence KMC weekend the Alpha Junior CX Team pb/Moots took to the field with top level support in the pits and strong legs on the course. With a week of rain leading up to the event a mud fest was predicted as well as hurricane Joaquin working its way up the east coast it could of had the makings for a truly epic setting for anyone racing at Rogers Williams Park.  But as the weekend approached, Joaquin moved east and left the course tacky and smooth instead of a slog fest.  Reigning national champions Gage Hecht and Katie Clouse let it fly over the two day event and scored podiums both days, with strong showings for Brannan Fix & Ashley Zoerner in the Elite Mens/U23 and Elite Womens/U23.

A good friend of Moots was on hand and sent these pictures he snapped.

Up next for the team are two weekends of racing in Colorado at Cross of the North and US PRO CX.  Come out and watch these kids fly!

Regining National Junior Champion Gage Hecht at speed and taking 2nd both days in hard fought battles. Note: Bart Simpson on board.

Ashley Zoerner rails a corner in the Women’s Elite/U23.


Katie Clouse stood on the top step both days. Her Moots right out front!

Up close with the machines the Alpha Bicycle Company/Subaru Team are racing this year.  Moots is supplying them with a mix of Psychlo X RSL’s and the re-introduced Psychlo X with 142 x 12 thru-alxes.  Chris King is supporting with head sets and bottom brackets.  TRP is taking care of brakes and forks, DT SWISS is on the wheels and Clement makes sure they have traction through the changing conditions of the season. A brilliant package that will be easy to service during domestic and European campaigns this season.

Brannan Fix dug deep and placed well in the Elite Men/U23 field.



This coming Saturday, October 10th, Moots will be on hand at our stand out dealer, STUDIO VELO in Marin county California to support the Jensie Grandfondo of Marin.  Our sprinter will be loaded with road demos for customers to ride the entire day during the fondo.  The proceeds of the event go to the Marin County Bicycle Coalition. The demo check out can be arranged through the shop in the days leading up to the event.  Give them a call, reserve a Moots and come ride!  3 distances to choose from.

Moots will be set up on Friday afternoon to do demo fittings and then again on Saturday in the Expo area.

Fondo participants are also eligible for the raffle drawing that contains a Moots stem & post! We will see you there!



We see a lot of bikes roll through our place, and well, because being a bike builder that tends to happen. During our tours that we give on M-W-F at 10 am we have seen the spectrum flow through our doors. This past week we had a gentleman come to Moots from the Denver area to take the tour.  Glenn Yinger brought along his daughter with the promise of a day trip to the mountains and a nice lunch if she went along.  He also brought along his 1991 steel Moots roadie.  It’s his daily driver and he estimates total mileage on it at 20,000 miles.  I was able to snap some photos of it as he toured through the building to see how we build our current bikes.

He’s replaced wheels, chains and…freewheels, but mostly it’s original as in 1991.

The original Mr. Moots headbadge with a tig welded joint and brazed on head tube rings.

Quill stems kids! 1” with Campagnolo head set.

An artful way to reinforce behind the head tube. Top & down tube were tig welded to the head tube, then rings & tange brazed into place.

Campy downtube shifters….friction.

Moots script logo + Moots made fork to match.

Prestige butted tube set.  This rig had to have pushed 22 pounds as pictured.

Gator mouth lug at seat tube.  This bike used both lugs and tig welding to join tubes.

1991 steel Moots returned to the Yampa Valley for a visit.

Mavic branded brake levers, made by Modolo.

And that “aero” looking Campy cage.

Tig welded bottom bracket + square taper spindle and Campy crank.



The Vamoots RSL show bike with the new fork.

A Moots Monday kicks off with a detailed look at our NEW tapered road fork we showed at Interbike 2015. As with our older road forks, this fork was designed in-house at Moots to meet our geometry needs across all of our road models and sizes. The full carbon one piece layup addresses ride quality of not being too stiff or harsh on the hands, as well as the need to be laterally stiff when under hard efforts. A small group of us at Moots have been riding the prototypes since late spring and can now bring this to our customers.

We will be able to ship the new fork starting November 2015.


Black on black finish only for the new Moots fork.

We felt the need to bring a tapered fork to market just as the Vamoots RSL and Vamoots CR have changed to the 44mm head tube as stock for the year model 2016.  So with the bigger head tube it is now possible to match it with a Moots fork.

Specifications of the NEW Moots tapered carbon road fork:

Finish: black on black only

Tapered 1.125 to 1.25

Rakes available: 43mm & 50mm

Axle to crown length:  370mm (standard road)

Weight:  335 grams (un-cut)

Max tire size:  28mm

Steerer tube length:  350mm

Drop out:  quick release

Included:  Internal expansion plug & cap

Price: $460.00

As noted above the NEW MOOTS FORK is a 1 1/8” to 1 1/4” (or 1.125 to 1.25)  tapered fork, which allows us to run the Chris King I8 . (You MUST have a 44mm head tube for this fork to work with your MOOTS.) By using the external 1 1/4” lower bearing of the I8 it keeps close to the same outside diameter as the 44mm head tube, for a sleek & smooth transition from head tube to head set.

The Chris King I8 gives the transition from head tube to lower bearing a smooth look.

Super clean standard quick release drop outs are molded as one piece with the fork.

Plenty of clearance for a 28mm tire.  Also, note the transition from head tube to lower cup to fork leg.  This was no mistake.

A 43mm and 50mm rake are offered to match Moots road geometry.




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