Bike Check – Brennan’s Fully Integrated GT-1 AR

A GT-1 AR built specifically around ENVE’s Integrated Cockpit, making this a big tire road bike for going fast on all sorts of terrain. Rounded out with Lightweight Pfadfinder EVO’s and Dura Ace 9200, this monster of a build by Above Category leaves no stone unturned.

Like what you see? Stay tuned for more coming soon on the ENVE integrated front end, and its integration into the Mosaic product line. Contact a Mosaic Dealer to start the process of our own dream build today.

Photo gallery and complete spec list below!

Frameset: Mosaic GT-1 AR Integrated
Handlebar/Stem: Enve Aero Bar (42cm) & Integrated Aero Stem (120mm)
Seatpost: Enve 27.2mm seatpost
Group: Shimano Dura Ace 9270 Di2 Disc w/ 11-34 cassette
Drivetrain Upgrades: CeramicSpeed Coated OSPW, Coated BB, Coated Headset, and upgraded pedal and hub bearings
Crank: SRM Origin PM9 with Shimano 9200 54/40t Chainrings
Road/Allroad Wheels: Lightweight Pfadfinder Evo Schwarz Edition
Gravel Race Wheels: Enve SES 4.5
Tires: Rene Herse Bon Jon Pass 700 x 35c Endurance Casing
Cages: Arundel Mandible Cages, Team Edition
Pedals: Shimano Dura Ace pedals with Ceramicspeed opgrade
Saddle: FormCycling Throne RS Carbon

Adventure Journal: All Roads in Colombia

The Idea: We’ve talked about riding bikes in Colombia for years, its been quickly creeping its way up to the top of our list of destinations to visit and rid. With the feeling COVID is mostly in the rearview mirror, this seemed like the time to do the things we’ve always talked about doing. Our plan was hatched quickly and without much thought (typical for us): a cycling trip somewhere outside of Bogota, sometime between the week between Christmas Eve to New Years Eve and somehow we’d figure out what ride while there. And of course what is a cycling trip without cycling friends, someone would come along. Our good friends Kristen and Nick are always down for adventure and excited to help make the trip.

The Gear: We reached out to friends near and far who had been or know about Colombia to get a sense of the riding and what to bring as far as bikes, tire widths and gearing ratios. After many opinions, much debate, and no set routes made, Aaron and I decided to bring our GT-1 All Road Bikes, outfitted with WTB Vulpine 36 cc multi-terrain treaded tires and our favorite Shimano GRX combo with a small 34/40t ratio for the climbs. Perhaps the All-Road would be a bit underpowered for super chonky bits of gravel we would likely encounter, not quite the optimal efficient road machine for the amazing road climbs we’ve heard of, but a great all-around choice for whatever would come our way. We knew that the altitude would be similar to our home where we live in Colorado, about 8300ft elevation. Whatever we lacked in general fitness at this point in December we felt we could compensate for in our living altitude, this ended up being true enough.

Medellin or Bogota? Everyone we talked to had an opinion. It seemed like everyone from Bogota said the riding in Medellin wasn’t as good, and everyone from Medellin said don’t bother going to Bogota. Quite the rivalry. Ultimately, our hasty flight booking made that decision for us, and we stayed in Guatavita, a weekend retreat north of bustling and millions-of-people-full Bogota.

Travel Notes: What’s an international trip without a car rental cancelation? You’ll have to ask American Airlines and a big winter storm about that. Eighteen hours after we were supposed to land, the only rentals that were available were a few compact cars. Compact meaning the smallest stick shift car you’ve ever driven, perhaps ever seen. We prayed that our bike bags would fit, and with a little effort they did (shout out to Orucase)! A Colombian friend called us her hero for renting cars and driving in Bogota. But I never felt exposed or unsafe driving or riding on the roads. Quite the opposite, the traffic ebbs and flows. There are cyclists everywhere in the city and countryside, they’re on every type of road and on every type of bike. Bikes, buses, cars, and motos navigate around each other here in a bit of a dance.

The Stay: Most mornings, we started our day by walking up a few steep blocks (everything is a hill in Colombia) from the Muisca Hotel en el centro de la ciudad a desayuno. Huevos pericos con pan y arroz. Café con leche. ¡Muy bien! Cyclists constantly rode by next to this little café on the main paved road that connects Guatavita to other towns along a large reservoir. Even though many places in Colombia have had an unexpectedly wet year, we got lucky with a week of sun and 60 degree temps. Perfect conditions. We know we’d found a great place, Guatavita is incredibly picturesque, red clay rooftops contrasted against white walled housed and a green landscape as far as the eye can see.

On Bikes: As we first strayed off of this main road, we mainly encountered dirt. Steep dirt. Very steep dirt. We heard that most of the roads in rural parts of the country are maintained by local residents, not the government, and we’d come to recognize a really steep section approaching when the road ahead turned into a brief section of “pavement” (to mitigate erosion in the rainy seasons). We consistently hit these sections of 20-25% grade on all of our rides, and I was glad to have every tooth of my compact gearing. The first ride we did took us immediately up a half mile that pushed these grades, and we only climbed higher from our base elevation of 8,200 feet up to as high as 11,000ft at times. So much for easing into riding after several days of airport and car sits.

Once we huffed to the top of these steep sections east and out of town, the views spanned for miles over hillsides of lush farmland and the climbing was well worth the effort. Milk and cheese prevail here, along with a slew of vegetables and herbs. This labyrinth of rural roads are largely quiet and empty from traffic but full of free-range cattle and goat gazes. Major dirt roads turned into narrow dirt road that turn into livestock paths and then into churned tractor trailer lumps further into single track. I was happy to have my mtb shoes as I navigated several opportunities to walk throughout the week.

On one of my favorite rides, we arrived at the end of a dirt road that was fenced off with a herd of cattle and family doing some business on the other side. A few kids quickly rushed over and pulled the fence back, and with a single word exchange, we followed the “route” on our Wahoos through this pasture and onto a grassy hillside where the “road” literally disappeared from under us.

We rode through Reserva Regional Natural Vista Hermosa De Monquentiva, a nature reserve and refuge for species such as the Andean bear, pumas, white-tailed deer, among other species of the páramo ecosystem. I saw a Spanish sign for wildlife, with a picture of a big bear and deer with antlers, at the top of a long climb and it reminded me that we might encounter something back here. We were the only ones I’d seen on these roads, so I started whistling around the steep blind corners as we descended, just in case. We finally arrived at some of the only pavement we rode during the week, climbing to the top of a canyon road that topped out at over 11,000 feet: Alto De La Cuchilla. We hadn’t ridden through a town since we started, so we were pretty short on water and snacks, but the unforgettable rippin’ paved descent from there to the town of Guasca satiated us plenty and had us wanting to go back for another lap. An amazing sustained road climb and descent connecting vast gravel backroads. We were getting the sense we had only begun to to get a taste of the true road riding.

We did ride a few times on busier highways to make some meaningful connections between towns. This wasn’t exactly scary, but I was happy that it wasn’t all too often either. Most trucks and cars give a honk as they pass, which I took as more of a friendly hola rather than an aggressive assault as it sometimes feels like in America. It was also certainly the fastest riding we did all week, and there was some sweet relief in these breaks from the grind of climbing. The rolling hills along the reservoir provided great scenery and some great mostly-paved routes.

The Final Ascent: On New Years Eve, we got up early to ride one last time. I wanted an easier, paved ride up the main road from Guatavita. But then we noticed a segment on Strava we couldn’t ignore: La Pezueña Del Diablo – The Devil’s Hoof. This beast is a half mile dirt climb which gains more than 500 feet of elevation with an average grade of 19.5%. If you’ve met us, you know that we couldn’t not do this. It was exactly horrid, and I walked it almost in its entirety because it was less dirt road and more tractor trench. Rocky, churned-up earth. A straight up that photos will never do justice to. Kudos to Aaron who really did ride almost all of it.

What I’ve shared about the steep ascents could also be said about the descents. I’d recommend anyone riding here pack extra break pads and make sure to do a few more triceps presses to prep…my upper body was surprisingly tired after this training week. Empanadas, arepas, y helado were satisfying recovery food. A cold Club Colombia in a frosted glass was also an easy go-to.

A Cultural View: While several people warned us to stay diligent, to not talk too much to locals or believe what they said, to hold our belongings tight, we never encountered anything that felt dangerous. We certainly stuck out in a town where we were the only English-speaking few (and Aaron is freakishly tall compared to most Colombians), but we were cared for and mostly just left alone.

We all know Colombia’s recent history, as told through American press and Netflix’s Narcos: a single story of violence and drugs. The comments and questions from nearly everyone I mentioned this trip to, aside from cyclist friends, confirmed this bias. But cyclists know a different Colombia. Every so often, we’d see civilians, sometimes families, in jeans and sweatshirts riding up these steep roads with milk jugs or bags from town. This is a humbling culture of rural Colombian life. If you’re looking for the kings and queens of gravel cycling, they’re here. We may have also seen a certain Colombian Cycling Pro smashing the highway roads on our way into Guatavita.

What we experienced in a short week holed up in this sleepy town on the edge of the bustling city is our kind of riding paradise. It’s for those of us who seek out the next off the beaten path, ridiculous climbing and immersive cultural experience. And can manage the intensities of high altitude too! From what we can tell, the rest of the country is at least as challenging and certainly as good. Yeah, we’ll be back. After a taste of the Bogota area, Medellin is next.

Our GT-1 All Road bike Liz and Aaron took to Colombia is quite the all around capable machine. Sometimes “underbiking”, sometimes “overbiking” Visit the Mosaic Website here to check out the details!

GT-1 AR

Batch Built. MT-2’s and GT-2 45’s delivered in 2-4 weeks.

Handbuilt bikes aren’t built with the press of a button. A lengthy lead time is a commonality in the world of handbuilt products, whether that be bicycles or otherwise. For a completely custom, “1-of-1” type product, a long lead time is entirely justifiable because if finished product will be unlike any other that came before it, even if that change is very very subtle.

The Mosaic Batch Built program has been created to take advantage of production efficiencies, allowing us to build certain models and sizes together in a batch that is configured in an intentional and similar way, while allowing the customer to retain control over how their bike is finished. A Batch Built Mosaic frame can be finished to order within the Mosaic Finishwork Program and delivered to a Mosaic Dealer in as little as 2 weeks. Pending finishwork selection, the lead time on a Batch Built frame will be 2-4 weeks from the date the order is received.

Batch Built MT-2’s

Batch Built in Mosaic Stock Geometry, we have a limited number of our new MT-2’s in a complete size run (S-XL) built and ready to be finished to order. Frames can be configured one of two ways with external full-length shift, brake, and internal dropper routing, or for eTap AXS shifting with a dropper port in the seat tube and external rear brake. All cables run externally through cable guides on the underside of the downtube. Made to order, custom configured MT-2’s are also available through our normal build process and carry a 12-week lead time. Pricing on the MT-2 starts at $4200 (MSRP) for a Batch Built stock geometry frame finished in our standard raw finish, with the Mosaic Finishwork program available as an upgrade. Learn more about the new MT-2 here!

Batch Built GT-2 45’s

Alongside the MT-2, we’re excited to offer our first round of Batch Built ever popular GT-2 45’s. We built a complete size run (48, 50, 52, 54, 56, 58, 60) and have several frames in each size hanging on the wall ready for shift spec & finish. Every frame has an internal rear brake, but we will configure each frame to order for specific shift spec (eTap, Mechanical or Di2) and finishwork. The Mosaic Finishwork Program is available as an upgrade, and pending finishwork selection, a batch-built GT-2 45 will be delivered to your Mosaic Dealer in 2-4 weeks. Pricing is $4500 (MSRP) for a batch-built GT-2 45 in our standard raw finish and choice of groupset configuration. Additional options like fender mounts, rack mounts, bento mounts etc… are not available through the Batch Built program, but will always be available on a made-to-order frame.

Made to Order Bikes

By batching stock geometry GT-2 45’s and MT-2’s together to be built, we’re able to keep our made-to-order queue smaller, more responsive, and even more special. By allotting more time to our made-to-order builds, it is our aim to deliver made-to-order custom bikes faster, with unmatched precision and attention to detail. Our current made-to-order lead time is 10-12 weeks, but with gained efficiency through the Batch Built program, our goal is to bring this back into the 6-8 week range by the start of 2023.

Batch Built frames are available to order now, with deliveries taking place in at little as 2 weeks. Contact your Mosaic Dealer for more information or to begin the process of placing an order or starting a custom made to order build.

RT-1 ITR: Built For Any Road

Boulder, Colorado is the ultimate place for drop-bar bike riding … But we’re biased.

Sure, some places have pure paved riding that’s a little better, with buttery smooth switchbacks and narrow roads. And we’ll concede that there are probably better locales for gravel riding — more remote, rugged, and vast. However, our hometown has literally any type of road riding you could ask for. If you want routes that combine every type of terrain and road surface, Boulder is the KOM.

This is where the story of our new bike begins, the RT-1 Integrated Thick Road (ITR). It is designed for where we ride and the way we ride.

The Origin of ITR

About five years ago, when disc brakes were becoming common on road bikes, we started to notice a trend. Our friends were finding really fat slick tires and cramming them into their road frames for a little extra traction and cushion.

Was this the start of the “all-road” trend? Maybe, but these first-gen thick road bikes didn’t compromise geometry or handling for the sake of tire clearance.

Since our riding around Boulder is so varied, this configuration made sense immediately. There are plenty of epic paved climbs and descents that demanded road bike geometry. Nearly all of those roads turn to dirt, though. So we needed more tire to carry on and finish our loops — out-and-back rides are kind of lame, after all.

We knew what we needed to create the perfect bike for the spectrum of drop-bar riding, but bike technology wasn’t quite refined enough. Yet.

What Is ITR

In designing the RT-1 ITR, we resolved all of the nagging issues that came with over-speccing a wide tire on a road bike. This led to one of our favorite bikes to date, a bike with the geometry of the legendary RT-1 D re-imagined with 35mm of tire clearance and a completely integrated cockpit system.

The ITR has the same snappy steering response as the RT-1d, with confident handling at speed, plenty of get-up-and-go out of the corners, and the encouragement to rip up your favorite climb, paved or otherwise… As usual, this is all delivered by a double butted Titanium tubeset that is personalized and chosen for each rider based upon fit requirements, ride preferences, and build configuration.

Thanks to ENVE’s integrated fork and a redesigned size-specific chainstay, the ITR can clear up to a measured 35mm tire, front and rear … but more on the front end in a moment. Here’s how the ITR’s tire clearance compares to the rest of the Mosaic line:

RT-1 D tire clearance: 25-30mm
RT-1 ITR tire clearance: 30-35mm
GT-1 AR tire clearance: 32-38mm
GT-1 45 tire clearance: 38-48mm

Thanks to the ITR’s 415-418mm size specific chainstays that are only a few millimeters longer than the purebred RT-1d, there are no compromises when it’s time to blast on pavement. Can you say, “Flagstaff Week?”

The “I” in ITR

We know there are some integration haters out there, but the form and function of ENVE’s In-Route System really make sense on this model.

Off the top, it’s plain to see that this front end gives the RT-1 ITR a modern look — and that’s what Mosaic is all about. Since day one, we’ve melded old-school, hand-built craftsmanship with modern designs and technologies that make bikes more fun to ride (and look at).

When it comes to this combination of tire clearance, rake, and axle-to-crown, we knew when we first saw this ENVE fork that it was the missing link that would enable us to build the ITR with increased tire clearance front and rear, retaining the geometry we wanted to make this a true performance road bike.

And finally, ENVE did a great job making the cable routing easy and intuitive. Face it, once you set up your hydraulic brake routing and electronic shifting, you’ll never have to worry about it again, and your cockpit will look so, so clean.

Most riders will opt for the two-piece cockpit, which pairs an ENVE Melee stem with the ENVE bar of your choosing. We do have limited quantities of the one-piece ENVE cockpit, for the ultimate integrated setup.

The Right Ride for Our Rides

We’ve been eager to unveil the RT-1 ITR because it is our new favorite bike. For Boulder riding, where you combine pavement with dirt with a bit of gravel and maybe a smooth trail, it’s the ultimate do-it-all drop-bar bike. If your local terrain sounds like this, we know you’re going to dig the ITR.

If you’re a pure paved roadie, or you’re holding out against the Integrated movement, the RT-1 D remains a fantastic option. Gravel grinders: You know what’s up; we’re going to suggest either the GT-1 AR or the GT-1 45.

Unbound Gravel Bike Check – Mark’s GT-1 45

It’s Unbound Gravel time. Take a look at what we’re riding…

Unbound Gravel, the event in Emporia, Kansas this upcoming weekend almost needs no introduction. Just in case this is the first you’ve heard of it, Unbound Gravel is a 200-mile dirt road/gravel race throughout the Flint Hills surrounding Emporia, Kansas. It has widely become the “superbowl” of gravel racing, and an event that pushes the limits of everything we think to be possible on a bike including physical fitness, mental toughness, and it tends to deliver an absolute beat down on your equipment.

I have one Unbound finish under my belt, having raced and finished the race successfully in 2018. It left a mark on me, and to this day, it’s still the most memorable, rewarding, and downright toughest day I’ve ever spent on a bicycle. I’m thrilled to be going back. The course is relentless, as the Flint Hills aren’t exactly known for their smooth, velvety paved roads with sweeping cambered corners like you might find somewhere like Mallorca, for example… Instead, riders are faced with mile after mile of razor-sharp flint rock riddled roads, double track cattle paths, creek crossings, and the ever-present wind that rips across the rolling hills of central Kansas. Physical and mental preparation plays a huge part in the runup to Unbound Gravel, as you can’t simply BS a 200 mile gravel race… Well, I can’t. After a winter on the trainer and a Spring filled with long rides in the mountains around Boulder, I feel like I’m physically up for the task.

That leaves my equipment as the last piece of the puzzle, and it’s something that I love puzzling over. This year, I’m running my tried and true GT-1 45 setup that I’ve ridden thousands of miles on, with a few minor changes specific for the Flint Hills. The GT-1 45 is the perfect tool for the job with clearance for big tires, and room to spare just in case we encounter any mud out there. The GT-1’s double-butted titanium frame keeps things light, comfortable, and fun to ride as a gravel race bike should be! Tire choice is always at the forefront of the discussion when it comes to Unbound bike setup. I’ve opted for the sturdy 40mm WTB Venture SG2 tires set up on my trusty ENVE G23’s that carried me through my first Unbound in 2018, thousands of miles since then and are still running absolutely perfectly today. You’re almost guaranteed a flat or two at Unbound, so my Silca Impero frame pump will be making the trip with me to handle inflation duties should I find myself on the side of the road. I’ve got a bolt on top tube bag from Oveja Negra so that I’ve got easy access to my snacks and tools should I need them. Full details on my setup are below. Give us a shout if you have any questions, and if you’re in Emporia this weekend please say hello!

Frame: Mosaic GT-1 45
Drivetrain: SRAM XX1 AXS Mullet w/ 44t chainring and 10-50 cassette
Wheels: ENVE G23
Tires: WTB Venture 700x40mm with SG2 puncture protection.
Cockpit: ENVE Stem, ENVE Seatpost, and ENVE G-Series Handlebar
Cages: King Cage Ti
Saddle: Brooks Cambium C13
Frame Pump: Silca Impero Ultimate
Bags: Orucase Saddle Bag and Oveja Negra Bolt-On Snack Pack

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?