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October 2015
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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.





Backing up to the North American Handmade Bicycle Show this past February, we showed our first in-house etched finish job on a stunning Campy build.  That particular bike also received honorable mention in the Campy build category during the show.   It also went on to Pedalers Fork Bicycle Shop, where it now is being riding as a daily rider.

The in-house Moots engraved head tube. Clean, detailed…..and wait for it…..light!

Fast forward to this past week and the Interbike show, we added another option to the mix.  We now offer an engraved head tube to go along with the etched finish if you desire.  This can only be done on NEW orders and 44mm head tubes only.  This in-house process comes to us from our talented CNC department.  The head tube is engraved on the CNC before it goes to welding.  It features Mr. Moots riding through the mountains and also uses the ColoRADo “C” to make sure there is no mistaking what brand it is and where it is made.

The engraved head tube is also only available in conjunction with etched frames, which includes all models with 44mm head tube.

Price for the engraved + etched finish is $775.00. Orders now being taken.


The etched model name of the Vamoots RSL on the top tube.

Chain stay etched logo on the RSL.

Mr. Moots road guy on the seat tube.

Stem and post are also available in the etched finish. Pictured is the RSL stem with its ti hardware and windowed steerer tube.

Down tube etched logo.

Etched Cinch post to match the package.


The ROUTT 45 pictured with the bigger meats (1.75” or 47mm tires) Disc brakes with thru-axle front & rear.

Next up on our inside look at the bikes we took to Interbike is the ROUTT 45.  This bike and style of riding has really exploded in the last couple of years.  We don’t like the “grind” word, so we use mixed surfaces to adventure on this one. Lower gearing, drop bars and bigger tires allow the rider to take in just about any terrain they may encounter.  The name itself comes from the county in which Steamboat Springs is located.  Routt county has a massive network of dirt roads, b-roads and deep National Forest Service roads that pair perfectly with the ROUTT 45.  Toss on a set of bike packing bags and your adventure is only limited by your food supply.

The new Enve CX fork has room for big rubber.  Chris King at the steering controls.


The ROUTT 45 can and will take you just about anywhere you want to ride.  Gravel and dirt roads, double track to smooth asphalt.  With its 45cm chainstays tire choices can run on the big side…up to a 45mm tire (pictured with a 47mm on narrow rim)  and the world is yours for exploring onboard the ROUTT 45. The ROUTT 45  makes for the perfect travel bike with the S & S coupler option and an extra set of tires in the box.  You could ride light trail/heavy gravel one day, and with a set of 28mm road tires, the pavement loop you’ve seen on Strava the next.  Truly a versatile machine.

Under-top tube cable routing.  Leaves a nice clean top tube to rest on.

CHARACTERISTICS: Endurance fit—comfortable more upright position—road and double track-exploring, longer touring—

THE FINISH: : Moots satin bead blast finish with your choice of color outline and matching Moots anodized bits on frame, stem and post

12mm thru-axle front is the standard you can expect on road/cyclocross and gravel machines. Mavic supplies the Allroad wheel set that can swing between QR, 12mm & 15mm axles, tubeless ready.

The entire Moots Psychlo X & Routt models move to thru-axle as stock for 2016.  142 x 12, replaceable hanger.  Solid mounting and proper disc alignment everytime.

Mr. Moots goes along for every ride.


44mm head tube

Thru-axle as stock

140 post disc mount adaptable to 160

Oversized size-specific 3/2.5 U.S. made seamless titanium tube set

English threaded bottom bracket

45cm chain stays for 45mm tire max

27.2 seat post diameter

7 stock sizes, custom always available

Rear tire clearance is achieved by our wishbone seat stay kit.

Thru-axle with a clean bolt axle to match the front.  Post mount disc is standard….and of course Moots-breezer style drop outs for a solid drive line.

Where would you take this bike? Let the day dreams begin……..



We are back and collecting ourselves after Interbike and wanted to post the bikes we showed during the 3 days inside the lovely Mandalay Bay Convention Center.  First up is the MOUNTAINEER YBB +.  This caught the eye of many who have discovered the road & trail less traveled, the freedom that bigger tires + bike packing bags afford with a little imagination. You can check BIKEPACKING for the awards they wrote about and the kind words of John Watson of the RADAVIST We are working towards offering this frame in early 2016 in limited numbers and sizes.  We’ll be sure to post when we will be taking orders.  For now, here’s the lowdown on the build:

Boost 110 front fork.  Coming to a bike near you soon. Wider is better.



Prototype. By using BOOST 148 with prototype chain stays we are able to provide room for wide rims and a wide plus sized tire.  This combination with the legendary Moots YBB unit makes this the ultimate adventure bike.  It was only right that we brought back the original name of the very first Moots mountain bike: MOUNTAINEER. It stands for everything adventurous on a bike.  Loaded with PORCELIN ROCKET bike packing bags there is no terrain that this bike cannot handle. The main triangle bag is strapless on the down tube and top tube mounting points.  We used welded-in water bottle bosses and sturdy M5 X 16 bolts to secure the main frame pack.   Starting our 25th year of YBB production, we have evolved the collar of the YBB to be sleek and modern.

We borrowed the name from our very first steel mountain bike made.  It fit the bill of this adventure rig.

THE FINISH: Moots satin bead blast finish with your choice of color outline and matching Moots anodized bits on frame, stem and post.


–+3 crank set for boost 148 spacing, which also allows for wider set chain stays for 2.8 tire clearance.

–148 rear hub flange placement builds stronger, stiffer & more stable wheel.

–This frame design allows for use of wider rim technology available today for a     solid feel & precise handling.

–148 x 12 thru-axle

– Updated YBB unit

– 73mm bottom bracket shell

– 110 boost front fork

– Custom located mounting bosses for Porcelain Rocket bags

– This is a PROTOTYPE

–Limited production runs starting Jan 1 2016

Super slick, hidden mounting points inside the main frame bag from PORCELAIN ROCKET

148 BOOST rear spacking affords more room for wider stance chain stays, + 3 crank and good chain line. (side note; I love the green Shimano grease that stands out)

Plus sized rim & tire make for a mid-fat foot print.

The legendary YBB enters its 25th year of production and gets a sleek collar make over.

Top and side of tire clearance is good.








on the tops of the Shimano blue neutral support cars that is. The story….

The follow car behind the Pro 1/2 field at the Steamboat Stage Race 2015

Going back to 2012, Shimano first approached Moots at Sea Otter that spring and posed the question of us supplying them with neutral support frames.  They had used other brands that were built out of less durable materials and wanted to replace them with something much more durable and sustainable.  The days of traveling to Shimano events and unloading trucks with damaged or broken frames was something they wanted to put in the past.

U.S. Cyclocross Nationals Verona, WI  2012

After a few months of back and forth, a deal was struck to supply 12 Cyclocross frames in time for U.S. National Championships in Wisconsin.  The beautiful part of this is the deal that was struck was that they bought the frames from us and also left all branding on the bikes.  So that year when we attended and raced nationals in Verona, we took great pride in seeing the neutral pit all decked out with Psychlo X’s.  An even dozen of them!  The following year (2013) that fleet of Psychlo X bikes saw use from New England to Boulder and back to Verona, with the bonus trip to elite worlds in Louisville.  Shimano is the neutral support provider for the big UCI main events and our bikes were front and center that entire week.

The leaders of the  Pro 1/2 field at the Steamboat Stage Race 2015….Moots at the ready.

Onto the next phase of the Shimano neutral fleet and we found ourselves in the position to provide 30+ road frames for the men in blue.  This fleet would go to trade shows, dealer events and of course race events across the U.S. Working towards that date for road worlds in Richmond, which is now upon us.

Shimano neutral support set up camp at Moots before the racing started.

Just this last weekend we got a chance to see our handcrafted bikes clamped to the top of the Shimano Volvo neutral support wagons following the Steamboat Stage Race through the countryside.  It brought a ton of looks and nice comments, but really for us at Moots it brought to the surface the pride we have in the products we make.  And who knows, in the next couple of weeks there just may be a World Pro Tour riding needing a bike in a jam during the World Road Race Championships….I hope she/he likes the ride.

If you attend Worlds in Richmond and see the blue Shimano cars or their set up, snap a picture or two and send our way.  We may even set you up with some killer Moots swag!



The US Pro Challenge comes our way this week here in Steamboat.  We are the start town for the entire event and will be hosting the Stage 1 start & finish, as well as the start of Stage 2 as they leave the valley.  Moots has a host of activities around the event and we’d love to have you participate.  Below is a run down starting Friday August 14th.

Friday August 14th——-Moots factory tour at 10 am…Come take a tour of our place and see what “Handbuild in the Rockies” is all about.

Sunday August 16th——Orange Peel + Moots in the expo/festival area  12noon to 6pm.

Monday August 17th—–Moots factory tour at 8 am….Come take a tour before the racing gets under way.

Monday August 17th—–RAPHA/MOOTS group ride to the KOM on course.  This ride leaves Moots at 9:30 am sharp and will cover about 20 miles to reach the only KOM on the course.  Join us & RAPHA for a casual ride along parts of the same course.  We will cover some dirt roads to reach the KOM. Come prepared with food & water for the day on the KOM.  Once the race passes for the 2nd time on the KOM we will ride back to town for the finish and Orange Peel/Moots social at Orange Peel.

Monday August 17th—-Orange Peel + Moots will be in the expo/festival area.  If you don’t go on the ride, come see us downtown!  Expo is 10:30-5pm.

Monday August 17th—-Orange Peel + Moots are hosting you for an evening social at Orange Peel Bicycle Service from 6pm-8pm.  Come meet the great folks from Orange Peel and Moots in one great location.  1136 Yampa Ave—-only steps away from the finish line.  We’ll have “beverages” and light snacks.

Tuesday August 18th—-Moots group ride from Moots at 9:00am sharp.  We will ride from the Moots World HQ to the west summit of Rabbit Ears Pass.  Watch the race pass with the Moots Crew!

For anyone coming to town, please be prepared for traffic delays.  Click on this link to see what the impacts might be.


Also the expo/festival info


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