This bike is on sale from $10,549. It is awesome! Our engineers like to joke that, "if it looks fast, it probably is." But there’s some truth to that, and Áspero-5 looks fast standing still. No cables in the wind, tube shapes from our aerodynamically-proven library, and a hint of a cut out in the seat tube, all add up to a bike that proves the adage. LIGHTWEIGHT SPEED Some might say aero doesn’t matter on a gravel bike, but if you’ve battled a headwind across an open prairie, the thirty-two grams of drag you’ll save with the Áspero-5 come as a welcome respite. Most gravel racing is done without the benefit of a World Tour peloton—or World Tour tactics—and when it’s your nose in the wind all day, it’s nice to know your bike’s shouldering a bit of the load. TWO-POSITION ADJUSTMENT Trail—front-wheel response to rider input—is the most critical factor in high-velocity handling. Flipping the two-position "Trail Mixer" to compensate for the difference in circumference between a 650b and 700c tire maintains consistent handling by maintaining consistent trail figures. MULTIPLE CONFIGURATIONS We designed Aspero to fit most 700c x 42mm or 650b x 49mm wheel/tire combinations. Of course, there are variables—rim width, tire casing, and tread depth—which will affect final clearance. We (and the International Organization for Standardization, or ISO), always recommend 4mm of clearance between the tire and frame. AKE FRIENDS WITH THE WIND You can, in fact, reinvent the wheel. Meet Turbulent Aero, a unique R&D program that leverages real world wind data to create the most rapid, stable, and best handling wheels in real world riding conditions.
Open UP SRAM Force AXS Gravel Bike When the Open U.P first came onto the scene it was loved for its capability to fit either mountain bike or road wheels with a range of tyre sizes, meaning that your rides are no longer limited to surface type. In its 3rd generation the love for the U.P is exactly the same however, now, the frameset is; lighter, nimbler and more ready for adventure than ever before. Open call it "TRCinTRP". No, it's not some fancy tech name that CEO's took hours thinking up, it's a play on words standing for "The Right Carbon in The Right Place". In Lamen's terms, it means that high modulus carbon is not just slapped across the whole frameset, instead, the modulus of the carbon is correct for the exact area in which it is placed ensuring the frame is responsive, lightweight and able to cope with whatever the road or trail can throw at it. Here, at the TriStore, we have finished off one of our best selling framesets with a groupset that is made specifically designed for adventure riding. The SRAM AXS Eagle groupset features a 1x chainring and a wide rear cassette, removing the hassle of front derailleur shifting and ensuring you have plenty of gear range to ride up the hills and race down them. SRAM Eagle XX1 AXS Shifters SRAM Force AXS Brakes SRAM Force AXS, Rotors 160mm front & rear Crank SRAM Force AXS Carbon, 170mm (S), 172.5mm (M), 175mm (L & XL) Chainring SRAM 40T BB SRAM DUB BB386 Cassette SRAM CS-1275, 10-50T Chain SRAM Eagle Headset Cane Creek 40 Stem ENVE Road, 80 (S)/90 (M)/100 (L)/110 (XL)mm Handlebar ENVE SES AR Road, 40 (S)/42 (M)/44cm (L&XL) Seatpost ENVE 0-offset, 27,2, 300mm Wheelset Enve AG25 Carbon Wheels Tires Schwalbe G-ONE Allround 45mm (700c) or 2.25” (650b) Saddle fi'zi:k Antares R7 Bartape Fizik Tempo Bondcush soft, black
HAUL ASS, NOT CARGO A new breed of rider is emerging-one who loves the freedom and exploration that gravel culture was founded upon but who has a hunger to ride hard, to go all out, and to explore not just geography but personal limits. This frontier requires a new kind of gravel machine, one engineered not to roam the trails, but to race them. For these athletes, we engineered Aspero for pure, unapologetic speed, ready to take down finish lines, KOMs, PRs, and FKTs. A bike built without limits, for the riders looking to test them. It's stiff, Classics-racing stiff, and performs like you'd want a road bike to perform off-road. We think that makes sense, and it's what we were trying to do when we were stuffing bigger tires into our existing frames and swapping in aftermarket forks to get a 40mm tire up front. The flip-chip in the fork-we call it the Trail Mixer-keeps the trail measurement consistent whether you choose 700c or 650b tires. This maintains the bike's personality and handling characteristics when you switch from mid-fats to full-fat. There are as many different ways to do gravel as there are gravel bikes these days, but if you're toeing the start line, looking to stay with the lead group, and contend for the victory, Aspero is the bike to get you there.
In store stock is limited- this is easily order able- lead time is usually 1 week U.P.P.E.R. Frameset Information Open Cycles builds light and strong. And they knew they could make their UP frameset even lighter. That meant they had to build one. The result is the UPPER. Think same geometry, same ride qualities, just lighter. Lighter means a few things here. First, they built their own fork, the Open U-Turn. Second, more complex carbon-fiber lay-up with more expensive carbon plies. Third is flat mount brakes. In all, the bike fits, the same, rides the same, but is trimmed of the precious little fat that Open had actually left on the table. Flat mount disc brake calipers are the rage. They allow for lighter calipers to be fixed to the frame, but they’re only lighter if the adapters that are usually necessary with flat mount brakes are removed. Open designed their mounts so adapters are unnecessary. The result is an even lighter build and no choice in rotor sizing. It’s 160mm in front, 140mm in back, unless you want to add those adapters back on. A side effect is the bolts go through the fork and frame. If you’re reading about the UPPER, we assume you know a bit about the UP: a single bike that can race and ride on road and off and handle cyclocross in style. It has the manners to feel comfortable at low speeds and high, and handle both straight lines and tight turns with aplomb. They call it “gravel plus.” This bike is designed to accept both 700c and 650b wheels. You can run up to a 40mm wide 700c tire and up to a 2.1” wide 650b (aka 27.5”) tire. That 40mm ‘cross tire actually results in a 8mm greater diameter than the seemingly big 2.1” 650b. While the flexibility is nice, it was to improve performance in all conditions. Part of the performance issue was keeping chainstays as short as possible. In this case, 420mm. It’s a length is rather short for this application, and it’s a performance benefit. Shorter wheelbase, lighter frame, snappier responses to power spikes. You’ll notice that the right chainstay is dropped. This is to fit both the tires and the chainrings without either rubbing the frame. The gearing is more flexible than tire choices. You can run a single or double ring, with electronic, mechanical, or hydraulic shifting. The inner ring max is 36t, the outer ring max is 50t. When you’re running single chainrings, you can go up to a 46t single if it’s an offset style like SRAM’s, or a 50t if you’re using a flat style ring. Cables, btw, run internally regardless of the style. The battery, if you choose Shimano Di2, sits inside the post. The single stop on the side of the head tube is small, light, clean, and leads to a system that routes easily and saves weight. They call it MultiStop. The bottom bracket utilizes the BB386EVO standard. It’s wide, 86.5mm, and large diameter, 42mm, which is a big easel on which to design the points at which the downtube, stays, and seat tube join. Most cranks will fit. As is designer Gerard Vroomen’s want, the seat angle is 73-degrees. This is for a simple reason. It results in a lighter system because you can use a zero-setback seatpost. Lighter overall system weight, and zero effect on performance. The seatpost also helps strengthen the frame-a too-short post leaves the seat tube unsupported. To ensure the proper length, there’s a pilot hole in the seat tube. So long as the post can be seen (and it’s precise enough that it doesn’t let water in), you’re good. The shaping is almost square at the bottom, and it tapers to a round 27.2mm size at the top. Better for a light, compliant, round post. The post is at the top of the seat stays, which themselves are super-thin, and flattened for vertical flex and torsional stiffness. The chainstays are as well, though it’s much harder to see. The downtube has been designed for torsional stiffness. High-modulus carbon on the sides, and lower-modulus in the middle. Likewise, the top and downtubes are as widely-spaced as possible to improve torsional strength for the fork. This is why the top of the headset is flush with the top tube. Internally, The U.P. runs a tapered 1 1/8” to 1 1/2” steerer, also for rigidity. The fork, also set up for wide tires, same widths as the rear end, includes an superlight 12mm thru-axle from Carbon-Ti that tightens via a 5mm hex head key. The rear wheel attaches to the frame via a 142mm thru-axle. They figured out how to save weight here as well. The axle threads through the derailleur hanger and locks it to the frame. Simple, too. They recommend they send the Carbon-Ti thru-axle, but others work as well. The brake mounts are on the chainstay to allow the seat stay to flex more. The frame comes with the fork, headset, seat tube collar, thru-axles, two derailleur hangers (one on the frame, one spare), removable front derailleur hanger, cover bolts for derailleur hanger studs, MultiStops for cable routing, chainstay cable exit stop, bottom bracket guide, cab
Frameset only This frame does not include seatpost, stem, bars, bottom bracket FAST, FUN, FREEDOM The first U.P. combined road bike speed plus go-anywhere capabilities to start a whole new category. Now original U.P. features such as dual wheel size compatibility and a dropped chainstay are the standard for performance gravel bikes. The third generation U.P. & U.P.P.E.R. frames are lighter, nimbler and more fun than ever. They also still pass our ultimate test: We only offer frames we want to ride ourselves. And because we’re “working hard to stay small”, you always speak directly with the people who developed the bikes.
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