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Sydney Fox writer, editor, cyclist

27 Habitat Ct

Dillon, CO 80435

970.393.3487

Sydneyfox067@gmail.com

Sydney Fox writer, editor, cyclist

Ready, Set, Epic A peek at the Breck Epic mountain bike race.

PUBLISHED AT WWW.MOUNTAINONLINE.COM

Never heard of the Breck Epic? No worries. Here's your primer for the six-stage, 240-mile mountain bike

race held annually in Breckenridge, Colorado. Masochistic athletes battle through oxygen deprivation and

40,000 vertical feet of climbing through incredible scenery for bragging rights and a belt buckle. If this

sounds like your idea of a good time, sign up here. Or pull up a chair on the virtual sidelines. We're riding

the stages ahead of time to give you the lowdown on each day's route, as well as tips so you can finish

without puking.

Stage One- Pennsylvania Creek

The race starts Sunday, August

12. Stage 1 is unforgiving from

the start. A few miles into a 40-

mile day, racers fly down the

aptly named Aspen Tunnel

before launching into a 2.5-

mile climb strewn with loose,

soccer-ball sized rocks. Did I

mention it's steep?

When the terrain eases up

around mile 13, make sure to

eat. Stick with something

sweet; fat and protein won't

process well just yet. After

some tight singletrack and

another grunt of a climb to

Iowa Mill with views of the Ten Mile Range, the trail Nightmare on Baldy flows like the singletrack of

your dreams.

After an easy grade dirt road, another climb known and feared by locals begins. The flume at the top is a

remnant of the mining days, and abandoned mine roads weave through the landscape. Without race

arrows, the area would be impossible to navigate for out-of-towners.

Make full use the aid stations and forget cumbersome hydration packs. Eat while riding up Sallie Barber

so you're fueled for the last, technical descent. It's not a gimme, as the trees are tight and the rocks

plentiful. When the switchbacks appear, the end is near. The finish in Carter Park feels like a party, with

spectators and competitors milling around. After the mandatory racer meeting, dinner will be served for

those that chose a meal plan.

Sydney Fox writer, editor, cyclist

Stage Two- Colorado Trail

The legs are tired from yesterday,

but today offers up possibly the

best section of Colorado Trail in the

state. The climbs are challenging,

but the fast, flowing descents erase

any pain. Never mind that today

also includes Heinous Hill, whose

name alone elicits a groan from

anyone familiar with the ride to the

top.

After 15-plus miles of climbing

steep mining roads above 10,000

feet and racing along swooping

singletrack, the trail dips down to

the Keystone side of the valley. For

the first time, the vista widens

while the trail turns narrow and

smooth. Soon, steep, tight

switchbacks climb to the top of

another section of the Colorado

Trail. Take a quick glance to the

right and enjoy the views of the ski

area. Buff, sweeping singletrack

awaits on the descent.

Before the finish, ascend Gold Run

Road and then navigate gnarled tree

roots through dense, green forest up

Slalom Singletrack, nearly 35 miles

into the stage. On an easy day, you

might just spin down Gold Run

Road. But the Epic doesn't do easy,

so climb back up, and then hold on

for a stretch of downhill singletrack

and the impossibly rock-strewn X10U8 trail to the finish.

Sydney Fox writer, editor, cyclist

Stage Three- Mt Guyot Loop

Stage 3 starts with a police escort through downtown Breck; then the cruiser pulls off and the race begins

in earnest. Minnie Mine feels relatively smooth and fast this morning and the rocks on X10U8 seem to

have shrunk to mere pebbles. Spin easy to warm up your climbing legs because the race will soon ascend

to 12,000 feet, drop 1,500 feet, and then climb back up to 11,500 feet—all within seven miles.

Although you'll be sucking air at the top of French Pass, the remoteness paints a picture of a life without

the constant babble of modern conveniences. Once over the top, Park County greets riders with views of

rolling hills for miles. When the summit of Georgia Pass creeps into sight, only a slight climb separates

you from a section of the Colorado Trail few experience. With punchy climbs and rocky, technical

descents, this is no time to relax. Reach the third aid station and take new bottles and substantial food to

fuel the next mining road climb. After a descent down Heinous—it's not any easier than climbing the

fearsome hill—look forward to now-familiar Minnie Mine and X10U8 trails. Loop back through B&B

trail to the finish and a recovery beer.

Sydney Fox writer, editor, cyclist

Stage Four- Keystone Loop

At the end of today's

race, two-thirds of the

Breck Epic will be

finished. Congratulate

yourself for making it

this far, but hold the pat

on the back—this stage

kicks off with another

trek up Heinous Hill.

After cresting the

summit, the descent to

the Dredge trailhead

feels unstable at best.

Hold on tight and keep

air in your tires.

Déjà vu comes knocking as you ascend the Colorado Trail toward the trailer park—descending here a

couple days ago was fast and fun. Riding this direction, the trail offers buff, rolling sections through

barren trees. Then, after winding down tight switchbacks, Vomit Hill appears. Conquer the first steep

section strewn with rocks and logs, and push away thoughts of the climb ending soon. It only gets steeper

from here. But soon, the Aquaduct trail offers relief with smooth, fast singletrack before another climb

tops out at yet another section of the Colorado Trail. While this stretch is usually tackled as a climb, the

Epic course heads downhill in a light-on-brakes, quick-on-reactions kind of joyride.

Scramble up the next climb before heading over to Minnie Mine—the trail that (almost) always signals

the end of the race—for the last time.

Sydney Fox writer, editor, cyclist

Stage Five- Wheeler Trail

This classic loop on

Wheeler Trail starts

climbing up the ski

area. Then the trail

heads due south over

rocks and roots to the

remote basin between

Mount Helen and Peak

10, passing the popular

backcountry hut,

Francie's Cabin, and

continuing up the

backside of Peak 10.

At first glance the trail

seems innocuous, but

be warned: This

section is nearly

impossible to ride.

Photos abound of pro

riders carrying their bikes through the grassy meadow. When you arrive at the high point try to take in the

cross-valley views, as peaks previously hidden behind their taller neighbors step into the spotlight.

The drop down the backside of Peak 9 towards Copper is steep and terrifying, but the terrain quickly

becomes the shout-inspiring singletrack you've come to expect of the Colorado Trail. Take a fast, smooth

recovery spin on the bike path before heading up the locally famous Peaks Trail which dips and rolls

through rocks and over off-camber wooden bridges. When the log stairs appear, ride the roots on the left

side and then keep ascending on the narrow rock ramps, trying to resist the desire to stop for a pre-finish

ice bath in one of the creeks flowing across the trail.

Sydney Fox writer, editor, cyclist

Stage Six- Gold Dust Loop

Finally, the last stage

offers a respite. But be

warned, after five days of

racing some of the most

difficult terrain in the

country, you're liable to

crack if you haven't

already. Stick to your

normal morning routine

to minimize shock to your

body.

Day six sees the Epic

come full circle, as the

course retraces the final

miles of Stage 1 to roll

back out Boreas Pass

road, eventually dropping

over to the old mining town of Como. Once on the Gold Dust Trail, prepare for full-out flume trail stoke.

The singletrack winds through a dense pine forest before dropping into a deep mining flume, where it

twists and turns its way down the mountain. After twice crossing the river on bridges with almost

mandatory dismounts, be on the lookout for an extensive rock garden. Float over the rocks and continue

to a loamy, forested section where the trees are as tight as slalom gates. Pop out on to Boreas Pass Road

once more, and the spin is long but not steep.

Back at the singletrack, snap in to focus, as the last couple of miles become tire-grabbing, handlebar-

spinning monsters to the tired racer. Across the finish line, that shiny finisher's belt buckle shines in your

hands. You earned it. – Sydney Fox

All photos by Daniel Dunn Photo

Sydney Fox writer, editor, cyclist

How to Layer for the Fall PUBLISHED IN THE EXPLORE SUMMIT WEEKENDER

Yellow Aspen leaves flutter softly in the autumn breeze, the tread of my shoes and soft breathing mix

with the sound of chipmunks skittering over the trail, hoarding morsels for winter. Across the valley, the

mountain peaks are just visible above a layer of low-lying clouds. Cool mornings signal the change of

seasons, while warm afternoons hold on to the last bit of summer.

Hiking increases my heart rate, but the cool air keeps me chilly. A heavy jacket is too much, but a long

sleeve shirt just isn’t quite enough in the near freezing morning temperatures. Layering is a must during

this in-between season, but with a market saturated in options, what is the right choice?

The next-to-skin layer is the most important piece. Whether hiking, running, or just heading down to

town, starting with a fabric that moves moisture away from the skin while still providing warmth when

necessary, ensures all-day comfort. Icebreaker’s S/S Tech Scatter Scoop for women, and the 150 gram

weight Tech T Lite for men, are made of soft, ultra lightweight merino wool. Made to keep sheep warm

in the winter but cool in the summer, wool does the same in fabric form. Forget the itchy wool of the

70’s, this is ultra-soft, hypoallergenic, and inherently odor-resistant.

Add a Patagonia R1 Hoody, a long-time men’s favorite and newly available for women, over the top.

This mid-weight layering piece provides warmth without bulk. The gridded fleece interior uses channels

to capture warmth, while aiding compressibility when stuffed in a pack. Used as the outer layer, the

Polartec fabric is incredibly breathable, meaning sweat evaporates quickly, leaving you dry. Used as a

midlayer, the fleece captures warmth efficiently. Generous sleeve length ensures even the long arms will

be comfortable using the wrist-warming thumb loops. Pull on the tight hood to keep the wind out on a

hike or, in the winter, tuck it under your helmet on those sub-zero, waist-deep powder days.

Finally, pull on the all new The North Face Blaze Jacket. The Blaze uses 60 grams of FlashDry

Thermal, a new proprietary synthetic insulation from The North Face. FlashDry uses microporous

particles added while the insulation is in liquid form to aid in drying time, as well as improving the

warmth-to-weight ratio. In plain-speak, this means less sweat, more warmth, less bulk. Synthetic

insulations stay warm when wet, so after a dip in the frigid river, wring out the excess water and feel the

warmth immediately. Add FlashDry and the synthetic almost completely eschews moisture. 60 grams of

insulation excels in the 40-60 degree (F) range, depending on individual core temperatures.

Each layer is only as good as the layer you put over it. By investing in a couple of key pieces, you ensure

all day comfort with endless versatility. For your next ski area day, forget the cotton and try starting with

wool. On those especially cold winter days, wear the R1 hoody as a baselayer with a down jacket on top.

For guys, wear the Blaze jacket with a baselayer and a shell over the top during all but the bone-chilling

days. For women, the Blaze jacket layers under your insulated ski jacket for that extra warmth a chunky

sweater just can’t provide.

Add these to your quiver and enjoy a more comfortable fall that transitions seamlessly into winter.

Sydney Fox writer, editor, cyclist

Find them here:

Icebreaker S/S Tech Scoop Scatter-$75 and Tech T Lite-$65: Mountain Outfitter’s located at 112

South Ridge Street. 970.453.2201

Patagonia R1 Hoody-$149: Patagonia Breckenridge, located at 303 South Main Street. 970.547.4447

The North Face Blaze Jacket-$180: The North Face Breckenridge, located at 322 South Main Street.

970.453.1613 – Sydney Fox

Sydney Fox writer, editor, cyclist

Bikes All Over Breck Racing Super D at Breck Bike Week.

PUBLISHED AT WWW.MOUNTAINONLINE.COM

I clip in to my pedals and brace on

a nearby tree, listening to the 10-

second countdown. The starter gets

to five seconds, and I'm free to go.

My heart racing, I start pushing

down Baldy Mountain's flank for

the four-minute descent. It's my

inaugural Super D, and this course

does not let up. Racing through

berms and over bridges, I opt out of

crossing a bridge that drops a foot

to a 45-degree ramp—the drop is

small, but the consequences of

missing either are high. I intersect

with the drop landing and continue

through tight trees over a rock- and

root-strewn trail. The trees open up and I speed through the locally renowned Carter Park switchbacks off

Main Street. Built by a former downhill racer, the corners are tight and expertly crafted. My

tirebrraapps through the first turn and I slow down. I hear the racer behind me yell, "Faster, Sydney,

faster!" The crowd echoes his call, but my front tire is flat—better luck next run. On my second attempt, I

push into an anaerobic state, feeling more confident and working harder on the terrain all the way across

the line.

The Super D is part of the fourth annual Breck Bike Week. Organizers added a gravity event for 2012 to

expand the program without requiring a downhill-specific bike. Four full days of free events celebrated

cycling, kicking off on the Fourth of July with the Firecracker 50, a backcountry mountain bike race that

takes advantage of the best trails around Breckenridge. In town, high-end demos run from morning til

evening, with fun and games in between. Local bike techs compete in events ranging from bike building

to trike racing and slow-offs in the Mechanic Panic. Generous prizes accompany free contests. And the

raffle prizes include a Pivot Mach 4 frame. The festivities conclude with a low-key group road ride, led

by the local Summit Velo race team to pedal off the hangover from the party after the Super D. —Sydney

Fox

Sydney Fox writer, editor, cyclist

A Spirited Industry Mountain town distilleries are booming. We find out why at Breckenridge’s Craft Spirits Festival.

PUBLISHED AT WWW.MOUNTAINONLINE.COM

It's chilly in Breckenridge, and

we gladly leave darkened

streets behind for the peach-

colored glow of a local

restaurant. We open the door,

and laughter washes over us.

Bottles of whiskey, gin, vodka

and brandy line up like soldiers

at a table as I sit down next to

Colin Keegan, the owner of

Santa Fe Spirits. Keegan's in

town for the Craft Spirits

Festival, an annual gathering of

distillers in its second year.

Tonight distillers pour drinks

for a pub-crawl through town;

on Saturday, we'll converge on

the Riverwalk Center for a grand tasting. Keegan offers a taste, and I choose the brandy. He keeps our

tasting cups filled while I question the distilling entrepreneur about how he found his way from England

to the Southwest.

What are the roots of the new craft distilling industry?

This wave of micro-distilleries came about because of microbreweries. After the initial wave of

microbreweries, everyone wanted to try their hand at it. As they started to fail, some of them looked to

spirits, since the brewing process gets you halfway to whisky. Breweries further inspired distilleries

because consumers are now accustomed to drinking something more complex than Coors and that's

expanded to spirits.

What accounts for the popularity of micro-distilleries?

The big explosion in the last couple of years was started by the economy. As people lost their jobs, they

looked to something that was fun and stimulating to get back to work. Many distillery owners are

idealists. They see a goal and are not afraid to fail trying. The slow food movement has also inspired craft

distilling. Taking the time to make a quality product is valued. Mountain towns, especially, are full of

idealists because they head to where they want to be, not where they have to be.

You're an early leader in the industry. How did you get here?

I'm originally from England, but I like America better for business. My wife is from the West Coast, so

after meeting in the Virgin Islands, we made our way to Sante Fe because we like the climate. It's hard to

be a distiller in Europe. Many farms make their own spirits and sell them locally, but it's nearly

impossible to actually distribute.

Sydney Fox writer, editor, cyclist

How does the Breckenridge Craft Spirits Festival represent the industry's growth?

It is a good indication of where the industry is now. Everyone hangs out together and they want to see

what other distilleries are doing. It's a very friendly atmosphere. We understand that we can learn from

each other. We're all crazy scientists. For us in particular, this festival is nice because there are only three

distilleries in Sante Fe. But here, it's very social. Right now there is one distillery license given every two

weeks, but many will not make it. Others will boom, such as Stranahan's has. They became big enough to

be bought out.

What's the future of the industry look like?

In five years time, there will be someone with a vested interest in the industry, like a bottle supplier,

sponsoring the festival. I really appreciate that this is sponsored by a town like Breckenridge because it is

not pushing a product on us. Soon there will be a huge amount of attrition due to cash flow. I'm lucky that

I'm self-financed, rather than bank financed. Many distilleries will find it hard to get the market capacity

they need. Some distilleries are good, but some don't have a high enough quality to sell products. Others

will get bought out. Additionally, the economy makes businesses around us hurt. The bars we sell to don't

have stand-alone managers anymore. The managers have to work the floor and they don't have time to sit

down to sample products to find the best. The financial pressures are on everyone. Another big aspect will

be simply educating people on different types of spirits, just like we had to learn what an IPA was.

What's unique about micro-distilleries?

No two are the same. Some produce a range of products like we do, and some, just one. We are all

starting to experiment with aging other spirits in unique ways. We are currently working on a mesquite-

smoked whisky. We just released an unaged whisky—well, legally, to be called a whiskey, it has to touch

oak. Ours is aged 15 seconds. —Sydney Fox

Sydney Fox writer, editor, cyclist

Storm Report: Steamboat Springs, CO

Champagne powder falls in record amounts.

PUBLISHED AT WWW.MOUNTAINONLINE.COM

Last week, the population of

Summit Country shifted north. The

draw? Steamboat received a healthy

dose of powder, and snow-starved

Summit locals came for a fix.

We arrived Saturday night, in time

for a foggy soak in Steamboat's

Strawberry Park Hot Springs to

loosen up the legs in anticipation of

the upcoming ski day. We drove up

Buffalo Pass to spend the night in

the car, forgoing real beds for a

cheap ski getaway. (We're Summit

County locals on Summit County

wages.) The next morning, we

woke to a surprise four inches. But

whether it was a conservative snow

report or untracked snow from days

past, we're soon skiing boot deep

champagne powder. We lap

Sundown Express, slicing through

the legendary aspens, turning over

creamy bumps, and giggling like

two ski bums on a powder day.

Worth a return trip next week, we

think. Then Sunday night delivers

27 inches, Monday brings another

nine, and it kept coming all last

week. Three feet of fresh snow in a

slow snow year? Every Summit

County local we talked to was headed to Steamboat. Again we loaded up the car with skis and sleeping

bags in the back, coffee ice cream in the center console, and made our way back to Steamboat, hoping for

waist-deep stashes in the places only the locals know. —Sydney Fox

Sydney Fox writer, editor, cyclist

Race Report: USA Cycling Marathon Nationals PUBLISHED AT WWW.MTBRACENEWS.COM

JHK feels his rear tire go flat. A

torn sidewall from a hidden

piece of lava rock. He puts a

wrapper in the tire, blasts it

with CO2, and is off. A mile

later the tire flattens again and

he’s simply extended his walk

back to the start. Twenty

minutes in and the number three

race plate and last year’s third

place finisher is out of the race.

Bend, OR hosted Marathon

Nationals for the second time

last weekend at the base of

Mount Bachelor. Eschewing an

11 mile road climb from town

for more singletrack, the course wound around the Wanoga Sno-Park, covering dirt road, meandering

singletrack that, although not steep, could climb the legs out of the best racers, finishing on dirt jumps and

short, but steep, technical climbs for the final twelve miles. With an almost record-setting lack of rain, the

area harbored inches of sand that a late night storm before the race hardly made a dent in.

The front line of the men’s pro race consisted of names such as Adam Craig (Rabobank/Giant), Barry

Wicks (Kona), Todd Wells (Specialized), JHK (Subaru/Trek), Alex Grant (Cannondale), former U23

champ Colin Cares of Kenda/Felt, and Giant Factory Team’s Carl Decker. The pistol rang out at 9 am and

they were off for a 54 mile race.

After a seven mile dirt road, racers took a tight turn on to singletrack, where they climbed quickly and

then had a long, twisting descent. At aid station one, Craig and Wells were out front, with a substantial

lead after less than forty minutes. Decker came through third, and then the field steadily flowed through.

The toughest section of course appeared after the first aid. Although there were no sustained climbs, the

trail rolled mercilessly for miles, while it circumnavigated a hillside, though with a 2 x 10 setup, there

was little need to drop into the small chainring.

At the second aid station the ladies began moving up through the back of the men’s pro field, as Sho-

Air’s Pua Mata came through within an hour of Craig and Wells. Evelyn Dong held on to second with

Giant Factory Team’s Kelli Emmett in third.

Sydney Fox writer, editor, cyclist

After a fast, winding second loop, racers passed through the start/finish area on their way out to the last

twelve mile loop. Craig filed in to the last aid asking for a gel that no one produced, with Wells, Decker,

and Wicks close behind. During most of the race reigning 24 hour National Champ, Evan Plews had been

comfortable around 15th, but coming in to the last couple of miles he made a jump up near 10

th and came

through the finish line in 9th.

Mata held her lead, Emmett moved up to second, looking smooth and strong, and Honey Stinger’s Sarai

Anderson found herself in third. All of the women looked focused and prepared for the quick power

bursts to come in the final three miles.

As the finish neared, the announcer speculated if Craig could hold his lead against Olympian and reigning

Short Track XC National Champ, Wells. He wondered how the battle between long time pros Decker and

Wicks was going. At 3 hours and 37 minutes, with a blistering pace of almost 15 miles per hour over 54

miles, Todd Wells rolled in as the new Marathon National Champion. Surprisingly, Carl Decker came in

for second, and Adam Craig for third. Barry Wicks was fourth, with Alex Grant in fifth.

In the women’s field, Pua Mata held her lead, coming in only about 45 minutes behind Wells. Kelli

Emmett finished second, Sarai Anderson third, with local pro, Serena Gordon 4th, and Moots rider, Kelly

Boniface in fifth. – Sydney Fox

Sydney Fox writer, editor, cyclist

Building a Cyclocross Bike PUBLISHED AT WWW.MOUNTAINONLINE.COM

On the cyclocross course, I'm prone

to crashing and taking corners

painfully slow. Neither habit boosts

me to the front of the pack. But at

CrossVegas in mid-September, I

demoed a Specialized CruX carbon

that helped my performance and

made me believe in an elusive cross

victory. It was stable, smooth, and

cornered precisely. I sat down with

Andrew Frasca, the lead bike

engineer, and Ned Overend, a

Mountain Bike Hall of Famer and a

podium finisher at the 1985 cross

national champs, to find out what

separates the CruX from the cross

field.

Ned, you're a legendary endurance athlete. How important is the bike?

In any discipline, the engine is key, but having confidence in your equipment is important whether you're

a beginner or a pro. There is more crashing in cross than road or mountain bike racing. It's just the nature

of the slippery conditions, the skinny tires, and the short races, which make the pace frenetic. Having

confidence in your bike will let you put more focus into going fast.

Ned, why did you want to be involved in designing and producing the bike?

It started with the Tricross model—our re-introduction to cross, which was a bit of a compromise between

a touring bike and a cyclocross bike. After a couple years racing the Tricross, it was obvious we needed a

cyclocross-focused model. Using our own experience and the feedback from the Cal Giant Strawberry

team, our regional CX teams, and Todd Wells, we looked at what we liked about the Tricross and what

we needed to improve on. I've always been passionate about cross and I've been a longtime advocate at

Specialized for developing a great line of cross bikes.

What's the advantage of a bike with cross-specific geometry rather than a road bike with knobby

tires?

Andrew: Cross bikes began as road-oriented bikes, but there are many details that differ. For one, cross is

primarily a fall/winter sport. For many parts of the world that means snow, rain, and mud. Tire size and

clearance is key. Mud builds up in areas where the tire passes closely to the frame—specifically the

chainstays, seatstays, and brake areas. Road bikes don't offer enough clearance. And road bikes use

caliper brakes, which don't offer enough tire or mud clearance to be a solution. Cross bikes are designed

for either cantilever or disc brakes. You want a stable but fast-handling bike for most cross courses, where

tight cornering and quick acceleration bursts require a predictable bike. This means you play with

headtube angles, fork offsets, and bottom bracket heights.

Sydney Fox writer, editor, cyclist

What separates the CruX from other cross bikes on the market?

Ned: First, a relatively low bottom bracket height. I can feel the lower center of gravity in many cornering

situations, but especially when there is a series of "S" turns that require throwing the bike back and forth.

A lower bottom bracket also requires a little less energy to hop back on, which becomes more obvious the

more tired you become.

Second, the stiffness of the head tube/fork area gives me confidence in the corners. If the front end flexes

during a rough, high-speed, off-camber corner, the bike will tend to drift to the outside. If the front end is

stiff, the bike will hold a more precise line and the steering will be predictable when you need it most.

The stiffness in the bottom bracket area makes the CruX really efficient when you stand up and sprint out

of a turn, which is one of the definitions of cross racing. You want to get back up to speed as fast as

possible coming out of a turn. Also, the bike is light, which is especially helpful when lifting it over

barriers or running up a long flight of steps.

Andrew: The tapered head tube really ties into the size of the joint where the down tube meets the head

tube. With tapered head tubes, you have more material at the head tube/down tube joint and that greatly

improves front-end stiffness. On carbon bikes you can get improved fiber alignment and take more

advantage of larger surface areas. Head angle, fork offset, and the resulting trail—the horizontal distance

measured at the ground between the head angle centerline and a vertical line dropped from the front

axle—all work together to impact handling. There are other aspects of frame geometry that factor in, but

in general, if you have a short trail, you will have pretty quick handling, whereas a longer trail equals

more stability.

You have to find that magic balance between twitchy handling and stability that is appropriate for cross

bikes. We put a lot of time and energy into determining the rider's needs. It's not fluff. One of the first

questions asked in many of our project planning meetings and all the way through the design review

process is, "How will the rider benefit?" We have a pretty established focus here at Specialized. If it's not

an improvement that benefits the rider, why bother? During the development process we test a number of

iterations, we try new ideas, we ask questions and listen to the answers. We focus on ride quality and

performance. The feedback we've been getting on the CruX indicates our efforts have paid off.

What is your take on disc brakes for cross?

Andrew: I am all for disc brakes. Of course, the industry is in transition and when the cross/road-specific

disc brake technology advances to the point that they are as good as mountain bike brakes, there will be

no turning back. I can certainly appreciate the perspective of the purists, and I think the cantilever option

will be around for a long time to come. With that said, the performance benefit of disc brakes on the

horizon cannot be ignored. It's a little short sighted to discount disc brakes based on the brake tech

available today in cross. It is going to improve by huge amounts. —Sydney Fox