Machine cycles campagnolo competition enve seat post (2)

It seems that ENVE had more than one surprise when it comes to new products hidden in plain sight. Following the discovery of their new GRD thru axle disc fork with the clever removable fender, we spotted an all new seatpost design on a beautiful bike from Machine Cycles. It turns out that the post was used on a number of show bikes hinting towards a launch in the near future.

Not much is known about the post other than the fact that it is no longer a single bolt design. Now with opposing bolts and what looks like two separate wedge systems, our guess would be that the twin bolt design may allow for separate fore/aft and angle adjustments. More details next…

Enve post set back two bolt

While Machine Cycles had a zero offset seatpost on their show bike, Moots also had one of the new posts on their prototype dirt road machine (more on that soon). Instead of the zero offset version, Moots had a setback post which means there should be at least two offset options for the new design. More when we have it on the new post.

Moots pedaler's fork gravel road prototype enve chris king (22)

Moots pedaler's fork gravel road prototype enve chris king (18) Moots pedaler's fork gravel road prototype enve chris king (16)

When it comes to the new ENVE GRD fork, Moots provided a few missing details as they apply at least to their pre-production sample. Based on a 382mm axle to crown length, the fork slots in between a traditional road fork (367mm) and a cyclocross fork (395mm) but still has enough clearance to fit a 38mm tire. According to Moots that allows the new dirt road prototype to be built with a lower front end than most gravel bikes enabling the “perfect dirt road build.”

Moots pedaler's fork gravel road prototype enve chris king (17)

You can’t take advantage of a 12x100mm thru axle without thru axle compatible hubs, so Moots enlisted some help from Chris King. These prototype 12mm thru axle hubs are one of the first to work with the 12mm standard (fitment?) though the Zipp Thru Axle Disc wheels we just covered also include end caps for the size.

enve fork 12mm chris king hub

Also shown on a beautiful DeSalvo titanium build, most builders who were lucky enough to get the preproduction forks were also running the prototype hubs from King.

enve.com

chrisking.com

23 COMMENTS

  1. That fender looks really clean and awesome. Although…if you’re running tires that big, there’s not much space between tire and fender for rocks, debris, and spray.

  2. Fender is pretty, but has not nearly enough clearance for mud/slush. Inadequate clearance seems to be a recurring theme on Enve forks. Much as I love my Enve road fork, the crown is getting quite battle-scarred from rocks.

  3. no disrespect… but please stop citing changes in component figment as “Standards”. A true standard is one that has stood the test of time and is almost universally applicable over a very wide range of applications. See IEEE, UL and NEMA for subsequent references. Until such time that 12mm thru-axles are adopted by the majority of the bicycle manufacturers as spec’d, OEM equipment on production models… it ain’t a standard. [/lesson]

  4. Does anyone know what rotors those are, the triangle-pattern ones on the green King hubs? They’re so elegant and I keep seeing them on everything at NAHBS; much need. I’m prepared to look like an idiot at this point if it’ll lead me to a pair.

  5. Bingo – that fork is perfect for straddling the slight overbuild / stack of the cross fork and a disc road fork which don’t typically allow for enough tire clearance for any moderate off road adventures. 28s are helpful and nice for a road bike, but not enough to get any real dirt capability I find.

    Personally, I find ~35 tires to be the sweet spot for rolling in to fire roads with an all road type bike. I use the Challenge GG 38s now and they work well, but don’t feel the need for more and can use more mud tread tires in 33’s when needed which is rare here in SoCal.

    j

  6. @J. Allen
    Unfortunately that’s not the actual definition of a standard. Just because something is common doesn’t mean it’s a ‘standard’ and just because something is a ‘standard’ doesn’t mean it’s necessarily commonly found. So yes, bikerumor.com and all the various bike industry people are correct in calling anything with an actual definition for the specification a standard.

    Unfortunately though, this is often the problem they end up with:
    http://xkcd.com/927/

  7. If I had to guess on the seat post I would think that perhaps you can swap the two wedge pieces from front to back to change from round to carbon oversize rails. I don’t see how it could give you independent for/aft adjustment, but I haven’t seen them in person so it’s just a guess.

  8. Riding gravel roads – specifically, things like bombing a rocky descent – demand bigger tyres than riding ‘cross. “Gravel” roads can be seriously muddy too, and without the possibility of a pit at which you can change bikes. All that to say, it would make more sense to me if the height of the ‘cross and “gravel” forks were swapped, as the latter needs the greatest clearance.

    I won’t even mention the much needed new “standard.”

  9. The 12mm thru axle thing is actually a really awesome thing for road bikes – I know people are really burned out from the barrage of MTB thru-axle standards coming recently, but for road bikes the 12mm axle lets us keep front hub weights down considerably, rather than have to use a really overbuilt system designed for mountain bikes. We agonized over all the weight we’d add shoehorning in 15mm TA compatibility into our own hubs. The advent of the 12mm standard let us nicely sidestep the issue and keep weights down, so I’m a fan.

  10. Enve needs to make a similar fork that takes a long reach caliper brake and uses a quick release.
    Also need to make a full length fender and a rear fender to match.

  11. I’d also love to see a road for with this type of fender. Maybe with space for a 32mm tire with fender attached. It would be nice to not have to deal with threading and unthreading regularly. Of course, I’d like to see them do this for a standard road fork with quick releases and rim brakes.

  12. soooooooooo…..there are very few hubs out there for 12mm thru-axle standard, and what are out there are mainly convertible with different end pieces for QR or other thru-axle standards. So where exactly is all this weight savings supposed to come from? And what happens in 4 years when manufacturers discover the amazing increases in performance that the 15mm thru axle holds over the 12mm? Who seriously doubts this will happen? Why is the industry pushing (we accepting) an intermediate standard when 15mm hubs and accessories are widespread?

    I mean, no one says “Sure, BB30’s 30mm spindle is much stiffer than the old 24mm standard, but what we really need is a 27mm spindle standard”….actually, I sincerely hope no one in the industry read that. I should be careful not to give them any additional ideas for “innovation”

  13. @MarkV…I agree…I’d be curious just how much weight is saved between a 12mm thru axle and caps vs a 15mm axle and caps. I’ll stick with the 15mm hubs and forks I already have on my road and cross bikes.

  14. It depends on the preload mechanism, mostly. if you use QR clamping pressure with end caps, its a really small difference, however if you have indepenent preload, as Chris King does, 12mm prevents one from having to use a 20mm axle or something else massive like that.

  15. @OriginalMarkV : first there was 9mm, then there was 20mm, then there was 15mm. 26″ wheels, 29″ wheels, 27.5″ wheels. So you your BB analogy has happened in recent times in the bike industry at least twice. Not saying I agree with these things, but your BB doomsday scenario may come true.

    Also, I bet there’s virtually no weight savings if swapping form 15mm to 12mm end caps, but if you designed the hub around 12mm in the first place, you might save some weight. Again, I don’t necessarily think this is a good idea, but just sayin’.

  16. @Matt… Sadly, true.

    It’s just miserably tiring to keep up with all the self-proclaimed “standards” by the component manufacturers. They certainly like to dance the line between proprietary and standard to keep us riders in a near-constant state of confusion. I believe it’s now just another bit of marketing terminology to establish placement.

    Pheh… back to my BB386/30/PF/92 wondermajig.

  17. Apparently, the point of 12mm thru axles is that road bikes don’t require the burlier 15mm axles because they don’t see the same loads in use. The smaller diameter axle is lighter, purpose-built 12mm hubs will be lighter and the fork will be lighter and less bulky at the dropouts.

    Regarding thru-axle “standards”, even 15mm axles aren’t standardized. Rockshox uses an axle that’s threaded in until it’s tight, then a wedge system on the lever end prevents it from unthreading. The fat bike I’m building has thru-axles that are threaded in, then the lever pulls everything tight, like a Q/R skewer. The fork actually has a separate nut that fits in a recess in the dropout, but is not attached. Focus has developed a brilliant 1/4 turn axle that eliminates time-consuming unthreading during wheel changes (IMO, this should be the “standard”).

    It seems to me that the ultimate system for either 12 or 15mm would be a 1/4 quarter turn, CAPTIVE axle that would function as follows during a wheel change:
    1 – Flip the lever
    2 – Turn the axle 1/4 turn
    3 – Pull out the axle until it stops
    4 – Drop the wheel out of the fork/frame
    5 – Reverse the process to reinstall

    It would be simple, fast and largely foolproof. If anyone ever builds it, I volunteer to test it!

    To answer another unrelated question…
    The rotors with the triangle cutouts may look cute, but it’s likely that their braking performance with suck, since there is very little surface area. They’re perfect for “show bikes”, but probably have little utility in the real world.

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