Adventure Journal – The Denali Highway

The Denali Highway is often referred to as one of the loneliest roads in America.

A crafted blend of oversized internally double butted and thin walled straight gauge tubes make a responsive handling characteristic without losing the quality ride titanium frames are known for while keeping the weight as low as possible. As our flagship road model, the RS-1 can be delivered in any cofiguration of road components and spec: caliper, disc, etap, di2 and more. Complemented by full custom geometry and choice of raw etched titanium the RS-1 will truly be unique to each
rider.

As cyclists, perhaps it’s our nature to see a road and want to ride it. This specific dirt road lives just outside of one of the most famous national parks in the world, and while many confuse it as the road to the park, it no longer serves that purpose. It’s host to grizzly bears, caribou, ptarmigans, and moose. It’s old, it takes a while to get to, and even longer to drive across. In the winter, the road and almost all of the lodges along it succumb to ice and snow, leaving a very small window of summer time when it erupts in color and becomes passable to cars. At about 130 miles from end-to-end, riding its length or close to it seemed just long enough to feel like a tangible challenge to us: consecutive 100+ mile days, on fully loaded bikes, and on a road we were all curious to see from two wheels. Our ride would be a two-day out and back between the towns of Cantwell and Paxson. I haven’t done much bikepacking, and none of us seemed all that excited about tent camping in grizzly country, so we booked lodging along the way.

It seemed like the second we booked our tickets, my husband Aaron, who is also the owner, and visionary at Mosaic Cycles, drafted plans for a new adventure model, The GT-X. This was a bike that he’d been scheming in his mind for years: a big-tired gravel bike geared towards adventure riding and bikepacking. Most of our trips present new opportunities for Aaron to design and build our next dream bikes. Lucky me, I just get to ride them.

In early July, we stood in a parking lot in Cantwell, AK to meet a few friends before our departure. Kristen, Dani, Zach, Mark, Aaron, and I all had varying setups meant for long days on dirt roads. Cantwell Lodge’s bar served up some of the best fried chicken wings and enough beers on tap. The wood walls were covered in sharpie-scratched messages and old sexist signs about why a gun is better than a woman. We cheersed to the unknowns ahead, our bartender was amazed at our plan.

The next morning we started our ride early enough, knowing that it would likely take all day to get to the other end of the road. Sunlight wouldn’t be a concern, we could’ve ridden for 24 hours without experiencing darkness. We rolled out of Cantwell on a paved section for a few miles before it turned to dirt. We lost cell service after we dipped down beyond the first few rolling hills.

The road crosses a significant amount of water: the Susitna drainage, the Tanana/Yukon drainage, and the Copper River drainage. We’d stop to filter and were quickly swarmed with mosquitos. We all rode with various sleeves and layering options, and when we were moving the bugs didn’t seem to bother us. Most of the day we chattered about life or the scenery or nothing at all, letting the wind wisk by us and kick dirt up from our tires. While I thought that we’d truly be alone out there, the occasional cars whizzed by. Still, there were long stretches of time when we didn’t see anyone.

I was consumed most of the time with the possibility of a grizzly bear emerging from the dense bushes. I desperately wanted to see a bear from a safe distance, of course. We did have bear spray velcroed to our forks, just in case. That hope didn’t come true, but a porcupine did waddle across the road early on, and at some point on the first day we saw a family of marmots and a few moose too.

Our group bungeed apart and together throughout both days. Some moments we were tight and tucked, others we were all spread out fighting our own lonely battles with the persistent headwind, with the chunky loose gravel, or with the growing discomfort of pressure points that long rides on dirt roads seem to sustain. The road never actually enters into the mountains, it only skirts along the edges of the vast wilderness. This was different to us than some of the epic high mountain passes we’ve climbed in our home state of Colorado. As people from Colorado, we think we know scenery and mountains, but this place is different. It’s unique and jaw-dropping in new ways.

We arrived at the Tangle Lakes Lodge about 115 miles away from Cantwell. It was near dinner time, and we very excited that the sign outside largely advertised cocktails and pizza. Our host, Emil, helped us get settled in our cabins and arranged for towels and showers. At dinner, we boxed up a large amount of pizza that we’d ordered but couldn’t eat, then asked for cocktails only to find out that they didn’t really have cocktails anymore. We were ready to return to our rooms for the night when Emil emerged with a few bottles from his own personal stash of wine. We sat and drank and told stories, laughing with Emil as he started eating our slices of pizza as if he was on the ride with us.

A few lodges open In the summer months along this road, each one boasting a bar or at least a warm coffee to visitors. On our way back to Cantwell, we stopped at the midway point between Paxson and Cantwell at Alpine Creek Lodge, the only lodge that is open all year. Rows of dogs were lazily tucked into their dog houses, resting before their next run. We stopped again at The Sluicebar, further down the road, where dollar bills lining every inside inch of this bar. The hot dogs weren’t all that special but damn, the cold Coors tasted sweet knowing we only had 50 miles left.

By the end of the second day, some of us started struggling as the hills seemed to get longer, the headwinds harsher. Pressure points became pressure aches, and I rotated my positioning between standing and sitting. At the top of a particularly long stretch up, we all stopped to eat pockets of candy and whatever we had left to stomach. A few clouds covered the sun and the temperature became distinctly chilly. I was in pain and ready to be off my bike, but I couldn’t help but wish the moment would last longer. I’ve done enough rides in beautiful places to know that none of these moments last forever. That’s likely the kick that keeps us planning trip after trip to unknown place and unridden road.

As for this being a lonely road, I disagree. After a year of pandemic zoom calls and social media scrolls, riding the Denali Highway with these friends felt like a party and a coming home: full and special and connected in the ways we love the most.

Mosaic Cycles signs Brennan Wertz

Remember the time back in ’21 when we built a GT-1 45 for a then up-and-coming bike racer eager to try his hand at the highest level of gravel racing? Well, just to set the stage anyway, that bike racer is Brennan Wertz. We built Brennan that bike, he rode it literally once, and then he went on to ride that GT-1 45 to a Top 10 finish at Unbound Gravel to kick off a string of incredible results and stories. Brennan put his GT-1 45 on podiums across the country that summer, and we couldn’t have been prouder to be a part of it.

Fast forward another season, many incredible results later, and Brennan is a full-fledged professional bike racer and unquestionably one of the “heads of state” of the American off-road scene. At 6’5, his height puts him a head and shoulders above most, but it’s Brennan’s humility, talent, and passion for his craft that truly sets him apart. We are thrilled to announce that Brennan Wertz has signed with Mosaic Cycles and will be representing Mosaic throughout his 2023 race season.

Brennan will be telling the Mosaic story through his lens in 2023, a lens that requires high-performance equipment that he can rely on day after day, week after week, and race after race. Outfitted with a fleet of Mosaic bikes, Brennan is tackling the Lifetime Grand Prix Series, Belgian Waffle Rides, Mid South Gravel, and many many more adventures throughout the year. Over the course of Brennan’s season, we’re excited to share the story that American handmade titanium bicycles have a place within the world of elite competition. For riders like Brennan, a custom titanium bike has the unique proposition of offering him exactly what he’s looking for in terms of fit, geometry, reliability, and of course, aesthetics. As they say, you’ve gotta look good to ride good, and Brennan will certainly be doing both. Keep an eye out for a few blog posts from Brennan, race reports, bike checks, and who knows, maybe even a german beer review or two…

Brennan will be spending time and racing aboard the GT-1 AR, GT-1 45, MT-2 and the GT-1X. For a bike check on his latest build, a fully integrated GT-1 AR – click here!

Brennan’s sponsors are Mosaic Cycles, Orange Seal, Above Category, Q36.5, Kali Protectives, Rene Herse, ENVE Composites, Garmin, SRM, Lightweight, Ceramicspeed, Arundel, Form Cycling

Let’s go racing.

GT-1 45 & GT-2 45 Chainline Update

GT-1 45 & GT-2 45 : Gravel Chainline

Our most popular framesets, the GT-1 45 and GT-2 45 are getting a little update. Starting today, by default, all GT-1 45 and GT-2 45’s will be built specifically for use with a gravel groupset/chainline. These groupsets include Shimano GRX, SRAM Force Wide, and all SRAM XPLR variations. So, what is a gravel chainline, you say? Learn more below…

When designing a gravel bike for riding fast over rough terrain, one of the biggest decisions to be made is tire clearance vs. chainring clearance & groupset compatibility. Big tires rock, and they continue to get smoother, faster, and more fun to ride. As tires get wider and the demand for clearance becomes even more important, the “window” that we have to slot the chainstay through between the tire and the chainring becomes narrower and narrower. Our solution to this has been to manually squish the chainstay and add a small dimple to the outside to give the chainring more room to breathe.

Moving forward, we will no longer be squishing/dimpling the chainstay by default. By requiring the use of a crankset with a gravel chainline, we gain up to 3mm of additional chainring clearance which negates the need for the dimple. This also comes with several benefits for you, the rider.

1: Increased Tire/Mud/Debris Clearance – By moving the GT-1 45 an GT-2 45 to a gravel chainline, we’re able to squeak a few more millimeters of tire clearance out of the rear triangle. Whether that means you want to run a slightly larger tire, or just have more room for those extra muddy & sloppy days, you’re in luck.

2: Increased Chainring Clearance – The GT-1 45 will now comfortably fit a 1x 46t chainring, so, mount up those big tires and big gears and let’s go smash some gravel.

3: Improved chainline – I mean… who doesn’t love a more efficient and quieter drivetrain?! By utilizing a crankset with a gravel chainline, especially if you’re running a wide range 1x setup, you will benefit from a more efficient and quiet drivetrain system. In most gears, the chain is able to maintain a straighter line between the chainring and the cassette meaning less unnecessary friction and noise.

Upon request, we can still squish & dimple the chainstay for use with non-gravel chainline cranksets. If you’re planning to build your GT-1 45 or GT-2 45 with a 2x crankset, or any other crankset such as Campagnolo EKAR, Cane Creek EEWings, White Industries, please work with your Mosaic dealer to make sure that is specified during the build process.

We’ll see you on the dirt!

Bike Checks – Our GT-X adventure bikes for The Denali Highway.

If adventure bikes need a thorough shakedown, then where better to put three prototype bikes to the test than the Denali Highway?!

The Denali Highway is a 135 mile stretch of unpaved and minimally maintained road, southeast of Denali National Park in central Alaska between Cantwell and Paxon. It’s an area that words don’t do justice. The Denali Highway is incredibly remote, off-grid, bumpy as all hell, and mesmerizingly beautiful. Before we told the world about the GT-X, we did our due diligence by nerding out on bikepacking gear, loading up, and heading to the Last Frontier for a few days in the wild to see what this adventure riding gig was all about. Needless to say, we’re hooked.

In an environment as remote and unforgiving as Alaska has a reputation for being, having the right gear was absolutely crucial. With a few “phone a friend” type calls, and a last-minute request to our friends at Orucase for some custom framebags, we had three very different, but very capable machines ready for Denali. Here’s what we rode:

Mark’s Gold GT-2X

Frame: Mosaic GT-2X
Fork: ENVE Adventure Fork
Drivetrain: Shimano GRX Di2 1x // 42t Chainring // 11-42 Cassette
Wheels: ENVE AG25
Tires: WTB Riddler 29×2.25
Cockpit: ENVE Stem, ENVE Seatpost, and ENVE G-Series Handlebar
Frame Bag: Orucase Custom Frame Bag
Handlebar Bag: Orucase Smuggler XL
Saddle Bag: Orucase Saddle Bag 25
Fork Cages: Topeak Versa Cage w/ Nalgene Bottles
Saddle: Brooks Cambium C13

Liz’s Green GT-2X

Frame: Mosaic GT-2X
Fork: ENVE Adventure Fork
Drivetrain: Shimano XT/GRX Mashup
Wheels: ENVE AG25
Tires: WTB Riddler 29×2.25
Cockpit: ENVE Stem, ENVE Seatpost, and ENVE M5 Handlebar
Frame Bag: Orucase Custom Frame Bag
Handlebar Bag: Orucase Smuggler XL
Feed Bag: Revelate Designs Mountain Feedbag
Fork Cages: Salsa Anything Cage & Anything Bags
Saddle: Brooks Cambium C13

Aaron’s Factory Finish GT-1X

Frame: Mosaic GT-1X
Fork: ENVE Adventure Fork
Drivetrain: Shimano XTR 12 Speed
Wheels: ENVE AG25
Tires: WTB Riddler 29×2.25
Cockpit: ENVE Stem, ENVE Seatpost, and ENVE M5 Handlebar
Frame Bag: Orucase Custom Frame Bag
Handlebar Bag: Orucase Smuggler XL
Fork Cages: Salsa Anything Cage & Anything Bags
Saddle: Brooks Cambium C13
Bell: Woody the Woodpecker.

Adventure Journal: Chris Case’s TransAtlantic Way

Adventure Journal: My First Bikepacking Race Was Agony. When’s the Next One?!?

Chris Case is a journalist, adventurer, and founder of Alter Exploration, guiding cyclists on transformative journeys in some of the world’s most spectacular locations, including the Dolomites, Iceland, Piedmont Alps, and Colorado. Formerly, he was the managing editor of VeloNews magazine and the editorial director for Fast Talk Labs. He is proud to be a Mosaic Cycles ambassador.

I sat on the curb near the slopes of Croagh Patrick, a sacred mountain in western Ireland, phone in hand, Googling “car rental Westport Ireland.” The pain in my knee had become insufferable. I didn’t see the point in causing permanent damage, for some fiction of glory, after riding a long way through a foreign country.

But quitting here, in the middle of a self-supported bikepacking race, on the rural side of a rural country, meant one thing: riding my bike somewhere. It was Sunday. And Sundays in Ireland aren’t for being saved by taxis or rental cars.

Just then, another competitor whom I’d previously chatted with rode past. “I need to get moving,” I thought. I took off my leg warmers, gingerly mounted my bike, and started pedaling again. When I caught Andrew, we chatted nonchalantly. Speed was not the objective for either of us at that moment.

Thirty minutes later, a miracle had taken place (or at least the miracle of wishful thinking): I didn’t notice my throbbing knee—as much. Maybe. I reasoned that if it got as painful as it had been again, I’d stop. Call it quits.

It never did. Disaster averted, I cautiously rode on for another 160 miles that day.

The TransAtlanticWay, which roughly hugs the countless peninsulas and spits of land along the western shores of Ireland, is like most bikepacking races. There’s a start, a finish, and a fixed route everyone must follow. It’s up to each participant to do so, self-supported, under their own power, as fast as he or she can. At TransAtlanticWay, we had the option of a long course, measuring almost 1,500 miles, and a short course of about 1,000 miles.

Because I’m foolish, arrogant, and/or masochistic, I chose the long course. While my riding style and physiology are best suited to steep climbs in the Dolomites, in recent years I have been drawn to rides and events that allow me to explore the edges of my physical and mental capabilities.

I take on these challenges not because of what they take from me, but because of what they give. Each event is an experiment—and, no matter the outcome, experiments always lead to discoveries. And I also just like to move through wild places under my own power.

On the morning of the race, I gathered with 80 like-minded riders near the Peace Bridge in Derry, Northern Ireland. After slowly rolling together in a neutral start along the banks of the River Foyle, we were released, heading northwest toward Malin Head, the island’s northernmost point.

Some of us were riding too fast. Some of us were hesitant to draft—it’s not allowed in bikepacking, but it’s unavoidable when 80 riders get together. Slowly but surely, we all settled in to what we reasoned was a sustainable pace, knowing that we all had a very long way to go.

After 21 hours of pedaling through craggy County Donegal, the dim light of a far northern summer night faded to black. I decided I might try to take a nap. I slowed to a crawl, which wasn’t hard to do on this deserted, precipitous pitch of chip-seal road on Ireland’s wild Atlantic coast.

Scanning the dark with a single beam of dynamo-powered light, I looked for the least lumpy patch of grass. Thankfully, the night was dry, and the stars were magnificently radiant. But, really, all I cared about were the lumps, or lack thereof.

After several indecisive moments, I reasoned that the potential roadside sleeping spots were all going to be about the same. I just needed to pick any spot, throw down the bivy, brush my teeth—oh, how nice it feels to cleanse your mouth after gobs of sugary snacks and gallons of sweet liquids—and snooze.

I fumbled with fatigued hands to remove bivy and sleeping bag from my seat pack. I tucked in. But slumber played coy. I couldn’t sleep. I felt restless. I tossed, I turned, I got hot from the frustration. It wasn’t a hard choice to get up and ride on into the night. After all, this was a race. The clock was ticking.

In the eerie stillness, with only the crashing Atlantic Ocean for company, time ceased to exist. I just kept turning the pedals, and the bike kept lurching forward. It took another 15 hours before I decided to try and sleep again. I was filthy from sweat—despite Ireland’s reputation for upside down rain, it was experiencing a heatwave, and sunblock was more important than Gore-Tex. To the sweat stuck a thick layer of road grime, bugs, and the remnants of “meals.

I could try to bivy again. Or, I could treat myself to a bed. The choice—call me soft—was easy. I found a cheap room in a student housing complex in Sligo, 367 miles, 28,000 feet, and 36 hours from where I started in Derry, where I collapsed into a puddle of my own filth.

I was so empty, I walked in my cycling shoes to a nearby gas station where I found a tub of yogurt and some gravel and cardboard masquerading as granola, ate it, then passed out around 7pm. There were no dreams. When I woke at 3:30am, I could think of nothing better to do than don a dirty chamois and do it all over again.

I was off to a strong start, already feeling transformed. There was the good: I had watched the sunrise and the sunset while riding a bike along the crumbling cliffs of a magical island. The bad: Pains of all kinds were popping up over my body like weeds after a summer rain. And, as yet, no ugly.

In the process, I fulfilled two of my three goals for the race—to complete my longest ride ever, and to ride through the night. For me, that was reason enough to sacrifice a little comfort for eternal satisfaction. Sure, it was arguably an idiotic way to start a bikepacking race. I didn’t mind the idiocy, because I wanted to start with a bang. The detonation was deafening.

Out there on the narrow roads of Ireland I found moments of agony, mental and physical. I dug myself into this hole. Now I seemed to be pulling the dirt down on top of myself.

My general mood and well-being deteriorated. I ceased being able to find a comfortable position on my bike. Shifting on a saddle for 18 hours a day leads to many things, none of them productive.

For a week straight, I persuaded myself to keep plodding along. I spent countless hours persevering through various pains, fatigue, hunger, and even boredom. I spent countless hours perseverating on the thought that I wasn’t always having fun. I spent gobs of energy convincing myself that I just needed to pedal another hour. Another hour. Another hour.

For all our intelligence as a species, humans’ underlying lizard brain is not so bright, and therefore easily tricked into the gimmick of chunking, or breaking big things into small pieces in order to manage the magnitude. I did this over and over and over again. It was exhausting. Without it, though, I’d still be lying in a roadside ditch. Grit became my best friend.

The routine repeated itself. Wake, eat, ride. Ride, eat, ride. Gawk at the scenery. Give thanks for the opportunity. Ride, eat, sleep.

After 7 days and 6 hours, I crossed an imaginary finish line to exactly zero fanfare when my Garmin said “end of route.” I only knew I was in the right place when I saw another beleaguered cyclist draped on a couch in a nearby apartment. The place had been rented as the finishing “place.”

There, on the outskirts of the village of Kinsale in County Cork’s Irish Riviera, I was consumed by a profound sense of satisfaction from completing something I didn’t know I could do—and only a few days earlier didn’t think I should do given the knee pain I was feeling.

I fought through many disheartening moments on many lonely roads—it wasn’t anything the race did or that Ireland did, it was simply a function of what I felt compelled to do to get through the event.

Did I enjoy bikepacking across Ireland? Did I hate it? Yes. The answer is a resounding yes. Bikepacking is about traveling through the world under your own power, immersing yourself in a place and culture and learning, lingering, and growing because of it. In contrast to this, bikepack racing curtails opportunities for such an education and enjoyment—at least for me. That is the paradox that leads to the ambiguity.

I believe that challenge is good for us. When we face hardship, we transform. When we utilize resiliency, we improve. I love to explore what can be gained by pushing myself beyond what I know. Of course, we all have a breaking point. I did not break.

Despite moments of torment in my first race, it’s likely no surprise that I’m ready for the next one. I’m nothing but an arrogant fool who firmly believes I can do better next time. Change this, fix that. I want another shot. I want redemption. I want to prove that I can be far less naive the next time around and escape the pain and suffering.

I want to forget the torture as only an ultra-cyclist can: by willingly replacing it with another bout, in a dirty chamois, on the verge of developing insulin-resistance syndrome from consuming vast quantities of sugar-saturated “nutrition” bars, bags of pastries, and cancer-colored drinks.

The only question is: What beautiful setting shall I torture myself in this time?

How a Mosaic Batch Built Frame Is Made

Take two Mosaic frames — one Batch Built, one Made to Order — and look at them side by side. Can you tell the difference?

Probably not, and that is because our Batch Built frames go through the same made-in-USA process as any Mosaic bike that rolls out of our Boulder, Colorado shop. Here’s how we build these frames so efficiently without compromising the hand-built quality you expect from a Mosaic.

Step 1: Chain Stay Prep We offer three Batch Built models: RT-2 D for road, GT-2 AR for all-road, and GT-2 45 for gravel. As you’d expect, each model has geometry that’s optimized for its purpose. But you might not have realized that each of those three frames has a consistent chain stay length through the entire size run. This allows us to cut and weld the dropouts, chain stays, and bottom brackets in bulk so they’re prepped for the next step of the build.

Step 2: Tube Prep Next, we take seat tubes, down tubes, and top tubes and prepare them for assembly. That entails three bottle cage bosses per frame, internal brake line routing, and reinforcements for Di2 cable ports. Naturally, this stage of our Batch Built process is size-specific, and we keep each frame organized in tidy tube cubbies beneath our benches.

Step 3: Fixture Set-Up We rely on the best frame jigs in the industry, Sputnik Tool and Anvil, to ensure each frame in each size has consistent stack, reach, and angles. Now we’re getting into the fun part, when a bunch of titanium tubes start to look like a bike frame.

Step 4: Cutting and Mitering Tubes After the jig is set up to size, our framebuilders are able to see exactly how the frame’s down tube, head tube, top tube, seat tube, seat stays, and chain stay assembly will join together. It has to be a perfect fit, so in this step, they use the jig to guide the final tube cuts and mitering. Mitering? What’s that? Well, glad you asked; unless you’ve got really weird frame geometry (we don’t!), the tubes join at acute or obtuse angles. We trim the ends for a perfect fit, and also to account for the roundness of something like the head tube or bottom bracket shell. During our Batch Built process, we build several frames of the same size at once. This allows us to set up the tooling once and repeat the same precise cuts and miters over and over again until it’s time for the next size or model.

Step 5: Frame Build At last, it’s all coming together! We put all of the tubes into the fixture and start welding. However, the frame doesn’t leave the jig in a finished state. For this step of the process, our framebuilders simply tack weld the tubes. Time for another definition: Tack welding joins the tubes so the frame holds together, but it isn’t a finished, full-strength weld. This allows us to move the frame out of the fixture to our welding booth so we can get started on the next one.

Step 6: Welding Here’s where the magic happens. We take a tack-welded frame, and give it the beautiful, finished, stacked-dimes welds that will last a lifetime. Just like every Mosaic, this is all done by hand, by an expert welder.

Step 7: Quality Control In the final step of our process, each frame is thoroughly checked over to ensure that the alignment, geometry, and finish are perfect. Whether it’s a Batch Built frame or a Made to Order frame, every one gets the same attention to detail.

Final Step: You Choose Yours! By now you can probably see that every Mosaic Batch Built frame is given the same hands-on TLC as every frame we build. The best thing is that these frames are on hand, in our shop, ready to be finished for you. Once you select the model and size you want, we’ll set up the cabling to your specifications and send it to the paint and finish shop to give it any look you like.

Typically, this efficient process allows us to turn around a Batch Built frame in two weeks or less. Plus, if you end up going full-custom, our Batch Built process frees up our Made to Order queue so we can produce those frames with a quicker turnaround time.

Whichever Mosaic you choose — Batch Built or Made to Order, it is built by the same people with the same care, right here in Colorado.

Is a Mosaic Batch Built Frame Right For You?

Reach, stack, head tube angle, bottom bracket drop, paint, finish … You have tons of options when you order a handbuilt bike. But a while back, we started to realize that some riders don’t need a Made to Order Mosaic to get the perfect bike for their favorite rides. So, we created the Batch Built frame program to simplify things. The Batch Built program has now been expanded to include the RT-2d, GT-2 AR, GT-2 45 and MT-2.

We offer four Batch Built Models: GT-2 45, GT-2 AR, RT-2d, and our hardtail mountain bike the MT-2. Every frame is available in a standard size run from 48cm to 62cm with our tested and proven geometry. Just like every Mosaic, these frames are made by hand in our Colorado shop. Best of all, thanks to our efficient build process, Batch Built frames are available in a 1-2 week turnaround and cost $4,500 — that includes a Cane Creek headset, Columbus carbon fiber fork and standard raw finish.

So, is a Batch Built Mosaic right for you? Here’s why you might consider this option from Mosaic.

1. Simple order process. If you don’t need to spend time working out custom geometry with your bike fitter, Batch Built allows you to pick the correct size and feel confident your new bike will have perfectly balanced fit and handling.

2. Hand-built on a budget. We don’t compromise on build quality, and neither should you. We give every Batch Built frame the same attention to detail as our Made to Order frames. Thanks to our efficient process, you can get an American-made titanium frame for less.

3. Make it your own. Unlike some off-the-shelf frames, we can configure your Batch Built Mosaic for any shifting system. While the standard raw finish is the starting point for Batch Built frames, you can choose any color option you like from our paint shop to make your frame stand out. (Painted finish up-charge applies). From our experience, Batch Built checks a lot of boxes for a lot of riders. If it sounds right for you, here’s a quick guide to the three available models.

RT-2 D: Pure Road Efficiency

Reports of the road bike’s death are greatly exaggerated … Sure, we dig riding dirt, but the RT-2 D is a blast when it’s time to rack up the miles on perfect paved routes. With clearance for 30mm tires, this is a modern take on a road bike with ample comfort and traction. Most sizes have a 72.5-73-degree head tube angle for intuitive handling.

  • Size range: 48-62cm
  • Straight-gauge titanium tubing
  • 30mm tire clearance w/ road chainline.

GT-2 AR: All Roads, Any Ride

Face it, most of us aren’t riding a Radavist-style wilderness adventure on the daily. (But if you are, congrats!) The GT-2 AR is borne out of the typical rides that help us get through the week. With clearance for 38mm tires, this bike is speedy enough for paved routes but doesn’t shy away from dirt connectors or even some sporty gravel. Most sizes have a 72-degree head tube angle for that just-right “mama bear” handling to keep you out of trouble on sketchy terrain without feeling sluggish.

  • Size range: 48-62cm
  • Straight-gauge titanium tubing
  • 38mm tire clearance w/ road chainline.

GT-2 45: Gravel With MettleMosaic’s gravel bikes are proven at every major event from SBT GRVL to Unbound and beyond. Don’t believe it? Just ask our pro rider, Brennan Wertz, who rides our handmade titanium frames all season. Most GT-2 45 sizes sport a relaxed 71.5-degree head tube angle with a more upright riding position than the GT-2 AR for long-haul comfort. With clearance for tires as big as 48mm, this frame has the versatility for any off-pavement excursion.

  • Size range: 48-62cm
  • Straight-gauge titanium tubing
  • 48mm tire clearance w/ gravel chainline.

Perhaps our Batch Built geometry isn’t right for your physiology. Or, you might prefer butted titanium tubes, which we use to build our top-of-the line GT-1 and RT-1 series bikes. If that’s the case, you’ll want to consider a Made to Order Mosaic frame.

We’d love to build the perfect custom frame for you.Best of all, the Batch Built program makes our shop more efficient, so Made to Order turnaround times are faster than ever at 6-8 weeks for a completely custom, Made to Order Frame.

Behind The Bike // Sheldon’s RCCLA RT-1d // The Cub House

Rapha Inspired, Cub House Built

Since we’re unable to visit our friends and customers in person for the foreseeable future, we’re starting a new series of blog posts to stay connected and build upon the relationships we have with our shops, our customers, and their bikes. Behind the Bike will feature Mosaic riders from around the world, a bit about their cycling story, their special bike, and the shop that made it all possible. This week, we’re kicking it off with Sheldon’s Rapha Cycling Club Los Angeles inspired RT-1d, built by The Cub House (@itsnotabikeshop).

A bit from Sheldon.I’m Sheldon and I’m the proud owner of this Mosaic RT-1d. My cycling journey started 13 years ago when I got a road bike to get fit while providing care for my mother who was recovering from surgery to remove a large brain tumor. I hadn’t ridden a bike since I was a kid so learning to ride a road bike was a real struggle. I kept at it and found myself becoming a regular on competitive group rides where I lived. Fast forward a bit, and I found myself exploring the rugged mountains surrounding Los Angeles. It’s a special thing, being able to ride into such beautiful and remote places that most people in LA don’t even know exist, and go flying back down into the second largest metro area in the country.

  

Why do you ride?

I ride because of the friendships I’ve made, the places I get to visit, and the mental & physical health benefits that sustain me. My main goal is to keep riding. I always say that the riders still getting out and putting in the miles at 50+ are my cycling heroes.

What’s your favorite ride?

My favorite ride starts on the sand in Santa Monica and goes up Sullivan Canyon, turning from pavement to dirt before it tops out on the ridge of the Santa Monica Mountains. It goes from one of the most famous beaches in the world, high into the mountains where there are almost no signs of civilization. It’s just beautiful.

Tell us a bit about your bike!

I chose the RT-1d because I wanted a light bike that rode beautifully and one that would last. Disc brakes allow me to keep up with current wheel technology and give me confidence on the dirt and steep descents that I encounter. The RT-1d has delivered everything that I could have wanted in a bicycle and more. It’s light, rides beautifully and power transfer is outstanding. I threw everything I had at the bike on the first ride, including long climbs, dirt descents, and even a flat-out pace line. The RT-1d handled it all superbly. In the future I’d like to race this bike at the Belgian Waffle Ride and climb Mt. Baldy and Gibraltar.

What’s the story on the finish work?

I had a blast helping brainstorm the paint scheme, logos, and lettering on my bike with the help of The Cub House and Mosaic. My family has been in LA for 4 generations, which is rare. I didn’t fully appreciate the incredible diversity within LA until I started cycling. The bicycle made me appreciate my city for a whole new reason. Growing up in LA, I saw a lot of people with Old English type tattoos representing their communities, so I knew that I wanted my name to stand out like that on the bike. I’m a founding member of the Rapha Cycling Club Los Angeles chapter, so I included the logo from RCCLA incorporating winged mountains for the City of Angels, as well as the the LA logo to celebrate my heritage. Finally, I put the “40” on the top tube because it’s my 40th birthday present from my wonderful family. I’m a middle aged cyclist and damn proud of it!

The Cub House – San Marino, CA

We’re proud to work with partners like The Cub House, who provide world-class service and a great experience for their customers time and time again. Thanks for keeping it fun. They can be a tricky bunch to describe really, but I think they say it best themselves…

“Cycling is serious enough already, so there is no need to cast ourselves in the same light. It’s ok to talk about watts per kilo, but it’s also good to talk about watts per cheeto (that’s how many watts you can hold while eating flaming hot cheetos). We also understand that performance based goals like Strava are relevant, but so is Pizza Strava #pizzastrava (how many King of the Pepperonis do you have?). We believe above all else that riding bikes is fun & more people should do it. Team Dream is a team for everyone. Now let’s get out there and chase some sunsets…” For more of that mentality, follow them here! (@itsnotabikeshop // @teamdreambicyclingteam)

Prismatica: The Artist Series

In preparation for Chris King Precision Components‘ Annual Open House, the paint team was given a brief for an RS-1d frameset heading their way: This bike needs to be colorful, highlight the new Chris King headset color and be uniquely Mosaic.

A week later, the painters had a few test pieces in the works after trying some new techniques and processes to show off. But a sample piece is not a full bike frame; how would this translate to a full bike?

“Trust us.”

And thus the Mosaic Cycles Prismatica colorway was born: lots of color but still understated in keeping with Mosaic’s long standing aesthetic. The new Chris King colorway pops and a few design elements draw inspiration from Chris King to tie the design into the upcoming event.

But we want to take it a step further and offer a limited number of frames with this scheme. It’s lively and vibrant and needs to be seen in person. With painters and designers as a part of our production team, we should offer more than just our catalog of paint offerings. And from this, we’ve decided to make this the first offering in our Artist Series: a semi-regular, unique paint offering in limited quantities.

Gravel vs. Allroad – What’s the difference?!

It’s not just the dirt.

So, you’ve probably picked up on a bit of an emerging and flourishing trend in cycling… Gravel. It seems to be all we’re talking about these days. However, I think there’s still a level of uncertainty around gravel for many of us that only years ago would have labeled ourselves as either mountain bikers, OR, road riders. Now, a very attractive and popular bit of middle ground exists (and always has done…). So, what is “gravel”? Where do I find this “gravel”? Why is everyone doing it all of a sudden? Is it fun? Do I need a special bike for it? What kind of tires should I use? What size should they be? Hang on a second, Allroad is something different?! If you find yourself wondering about these kind of things, keep reading, we’ve got your back.

These dirt roads and trails aren’t new, so why all of a sudden are we riding them more? There’s no doubt that new bike technology and the excitement around gravel are synonymous with each other. Sure, you can ride plenty of dirt roads on a 25mm tire and rim brakes – and you’ll probably still have a good time. Having the right tool for the job however, will result in a riding experience that’s a hell of a lot more fun, and one that inspires you to push the realm of possibility just a bit further. High volume tubeless tires, disc brakes, a wider gear range, and updates to frame geometry all contribute to the gravel bike’s huge popularity. Part of what makes gravel so attractive is the versatility and ride quality offered by a modern gravel bike. Unless you live somewhere like Kansas or Oklahoma, there’s a good chance that most of your gravel riding will also include some pavement. For us in Boulder, our favorite dirt roads and trails are connected or accessed via pavement. Having a bike that’s capable, confident, and most importantly fun on mixed surfaces is paramount in creating a great riding experience. Depending on your ratio of dirt to pavement, we’ve got a few options to perfectly meet your needs. Our GT-1 and GT-2 frames are available in two distinct versions, Allroad and Gravel 45.

G-Series Gravel 45

Gravel 45 is our response to the increase in popularity of events like Unbound Gravel, Mid-South Gravel, Lost and Found, and the desire to explore even further off the beaten path. The terrain at these events is extremely demanding and unforgiving on both the rider and their equipment, making the bike, tire, wheel, and component choice absolutely crucial to completing the route. For many gravel riders, myself included, the attention to detail and obsession over choosing the right parts has become one of my favorite parts leading up to any event. For riders and racers taking a Mosaic to the Flint Hills of Kansas for example, we needed to create a frame with more tire clearance, a longer wheelbase, and the kind of geometry that’s comfortable to ride all day long on the roughest, and longest routes imaginable. At that point, the rest is up to you! The gallery below has a selection of recent GT-1 45’s and our latest addition, the GT-2 45 which is available in stock sizing and complete build options.

G-Series Allroad

Allroad bikes are designed for the rider that tends to split their time close to 50/50 on smooth dirt and pavement. A Mosaic G-Series Allroad frame and ENVE Allroad Fork will accept a maximum tire size of 38mm, but we find that most of our Allroad riders opt for a fast rolling, low profile, 32-35mm tire. A G-Series Allroad is the perfect bike for the rider that likes the feel of a fast and efficient road bike, but wants something just a bit more capable for the kind of routes that include a healthy mix of dirt and pavement, without having to make a compromise. Below are a few examples of GT-1 Allroad bikes that we’ve built, one in 700c and the other in 650b, a choice that’s available on any G-Series bike – just ask!

What is gravel?

Well, to us, gravel takes on many different forms. It’s the dirt path through your neighborhood park or city greenway, the seemingly endless network of fire roads through the mountains, farm roads on the plains, little pieces of urban single track connected to make a loop, and frequently, trails that are probably better suited to mountain bikes if we’re honest! As the iconic roads around Boulder get busier, we find ourselves looking toward these creative, less traveled, mixed surface routes all the more frequently. Routes that wouldn’t be as enjoyable on a pure road bike or on a mountain bike.

These dirt roads and trails aren’t new, so why all of a sudden are we riding them more? There’s no doubt that new bike technology and the excitement around gravel are synonymous with each other. Sure, you can ride plenty of dirt roads on a 25mm tire and rim brakes – and you’ll probably still have a good time. Having the right tool for the job however, will result in a riding experience that’s a hell of a lot more fun, and one that inspires you to push the realm of possibility just a bit further. High volume tubeless tires, disc brakes, a wider gear range, and updates to frame geometry all contribute to the gravel bike’s huge popularity. Part of what makes gravel so attractive is the versatility and ride quality offered by a modern gravel bike. Unless you live somewhere like Kansas or Oklahoma, there’s a good chance that most of your gravel riding will also include some pavement. For us in Boulder, our favorite dirt roads and trails are connected or accessed via pavement. Having a bike that’s capable, confident, and most importantly fun on mixed surfaces is paramount in creating a great riding experience. Depending on your ratio of dirt to pavement, we’ve got a few options to perfectly meet your needs. Our GT-1 and GT-2 frames are available in two distinct versions, Allroad and Gravel 45.

G-Series Gravel 45

Gravel 45 is our response to the increase in popularity of events like Dirty Kanza, Mid-South Gravel, Lost and Found, and the desire to explore even further off the beaten path. The terrain at these events is extremely demanding and unforgiving on both the rider and their equipment, making the bike, tire, wheel, and component choice absolutely crucial to completing the route. For many gravel riders, myself included, the attention to detail and obsession over choosing the right parts has become one of my favorite parts leading up to any event. For riders and racers taking a Mosaic to the Flint Hills of Kansas for example, we needed to create a frame with more tire clearance, a longer wheelbase, and the kind of geometry that’s comfortable to ride all day long on the roughest, and longest routes imaginable. At that point, the rest is up to you! The gallery below has a selection of recent GT-1 45’s and our latest addition, the GT-2 45 which is available in stock sizing and complete build options.

G-Series Allroad

Allroad bikes are designed for the rider that tends to split their time close to 50/50 on smooth dirt and pavement. A Mosaic G-Series Allroad frame and ENVE Allroad Fork will accept a maximum tire size of 38mm, but we find that most of our Allroad riders opt for a fast rolling, low profile, 32-35mm tire. A G-Series Allroad is the perfect bike for the rider that likes the feel of a fast and efficient road bike, but wants something just a bit more capable for the kind of routes that include a healthy mix of dirt and pavement, without having to make a compromise. Below are a few examples of GT-1 Allroad bikes that we’ve built, one in 700c and the other in 650b, a choice that’s available on any G-Series bike – just ask!

If you want to discuss your dream gravel build, or you have any questions at all, please get in touch with your local Mosaic dealer, send us an email, or pick up the phone! We’d love to hear from you.