Ekay Composite Wheelset | Tested & Ridden

*Update* 22/01/2014
By the end of 2014, I had ridden just about 3,400 miles on the Ekay wheels and to date, 3,500.

Back in October of 2013, when I was piecing the R-002 Supersport together, I took a chance on Ekay Composites carbon road wheels.  I had done a fair amount of research on various bike forums and cycling websites and then crossed checked with the countless ebay sites that sell Asian carbon frames and wheels. That’s when I finally figured out that there were only a handful of actual manufactures but a ton of resellers. Once I boiled it down, I decided on the Ekay’s and well, I have not been disappointed since.

They arrived at my door in NJ from Xiamen City, China for the total price of $443.00 usd. No, that’s not a typo folks. Less than $445 bucks. Now, Originally, they were listed at $459.00 usd. I politely negotiated and my offer was accepted. Their customer service was prompt, very courteous and friendly. It was a very easy and pleasant transaction, which may surprise many a roadie…lol.

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Ekay front

To date, I have put on approximately 3,200 miles on the wheelset, with not one single issue or problem. The Ekay rims have proven to be good all-around, all weather wheels. So far I have gone through one set of oem cork pads within about 3 months (ditch them, as they are fairly useless in real world conditions) then decided to make the switch to a Swissstop(R)/Reynolds(F) combo after about 700 miles. The carbon specific rim pads have nearly 2,500 miles on them with plenty of pad life left.

The red 291sb Novatec hubs are laced to the 38mm, matte, 3k weave carbon clincher rims with red, aero bladed, ss spokes. The wheel/hub/spoke package has provided good rolling consistency all year long. The set without skewers/tubes and tires weigh in at 1,486 grams. Not super light, but respectable to say to the least.

To ease a bit of my worrying and appease my curiosity, I brought the pair into my local shop after about 1,800 miles, just to have them checked. I normally do a spoke tension check every week and they were all tight as drum, but I wanted to double check the trueness. Somewhat surprisingly, the wheels were good and ‘true’ despite the many lumps and big bumps during their 3,200 mile season.

With the varying terrain of my local and regional roads, the Ekay’s have proved to be good all-around wheels. Acceleration and ‘spin up’ feels quick and responsive, with little to no lag in speed and the stiff carbon rims provide solid climbing capability.

Scrubbing off the speed and getting on the binders on descents is okay, as is the case with most carbon wheels, the braking is not as crisp-assured as it is with aluminum wheels. But with the Swissstop/Reynolds combo, stopping is reliable, though not stellar and braking is at least consistent. Not surprisingly, stopping power is a bit less reliable in the wet conditions. Though once you get used to the braking characteristics of carbon wheels, it’s not really an issue at all.

There is definitely an identifiable feel of ‘lightness’ to carbon wheels in general and the Ekay’s are no different. They are also noticeably stiffer and give that ‘planted’ feel when cornering at moderate to high speeds and I certainly do my fair share of high speed descending!

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On the negative side though, in very windy conditions the 38mm deep rims do catch a fair amount of air and can move the bike around- especially the front. There is also a noticeable feeling of drag on the wheels both from gusty head and crosswinds. Anyone who tells you there is no issue at all with strong head and especially strong crosswinds with anything other than a standard 20mm deep rim, is just selling you a load of bullshit…

Overall, I am very pleased with the Ekay carbon wheels. So far, for the money and performance they are a winner. Although I cannot speak to their long-term durability and-or performance, I suspect they will pass the test. For overall reliability, performance and Benefit-to Cost Ratio, I rate the Ekay Composites 4 stars.

Wheel Specs:

  • Material: Toray 700 full carbon fiber
  • Rim size: 700c x 38mm
  • Rim width: 23mm
  • Spokes: Pillar Alloy 20-F / 24-R
  • Hubs:  Novatec 291sb
  • Weight: 1486g (pair)

 

 

Tested & Ridden | Vittoria Zaffiro Pro Slicks

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( In total, I put over 3300 miles on this set of Vittoria Zaffiro’s before changing to a new set)

Earlier this year in June, when I first reviewed the Vittoria Zaffiro Pro Slick 700×25 clinchers, I did so after putting only about 342 miles on the set. Since then my initial impressions have changed a bit. To date I have what I consider is an unbelievable 2,503 miles on the set of Vittoria Zaffiro Pro Slicks. Even after 2500 miles, these tires are performing very well. Not a cut or a tear to be found and I have had not one flat (so far!)

As I had remarked back in June, the durability was a bit of  an unknown factor at the time and although I did read some reviews which stated they were a long lasting tyre, one never knows until one actually puts the miles on. Well, I can now state without any bias, that the Vittoria Zaffiro Pro Slicks are one of the most durable road bike tire brands I have ever ridden and they are also some of the best all around tires I have ever ridden on.

Set up and peel off into a fast corner, the Zaffiro’s provide stable grip all the way through to the edge of the tyre. Transitioning from right-to-left and left-to-right in quick esses, they never miss a beat. Compared to my previous set of Ultrasports and Maxxis, the Vittoria’s don’t exhibit that sometimes ‘vague’ feeling, especially in the front tyre as some other brands tend to do at higher speeds. Shoulder to edge grip is high and consistent, providing a secure feeling when carving through the corners.

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For 60 TPI tire, the Vittoria’s have a high-level of side and edge grip and provide very predictable feedback, as well as having lasting durability. And to be sure, I have put these tyres to the test in many high speed sweeping and technical corners, in which I have claimed a half dozen top segment spots. In both dry and wet conditions they have simply performed exceptional while remaining markedly consistent.

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Compared to some of the previous brands I have ridden on; Hutchinson, Maxxis, Kenda and Continental, the Vittoria’s stand well above the rest (though the Conti Ultrasports are nearly as good imo). The Zaffiro Pro Slicks mounted on my R-002 Supersport machine have been through all types of terrain and all types of road conditions and have performed exceptional in all instances during the 2014 riding season. This includes many varying types of surfaces from gravel and dirt to rough and smooth pavement as well as a wide range of cool to hot summer temperatures.

Though billed as a ‘training’ tyre, with a ‘tread’ I would absolutely recommend the Vittoria Zaffiro Pro Slicks for anyone wanting an all-around tire for touring, club riding- both casual and aggressive and training races as well. Typically, I run about 100-102 psi in the rear and 95-96 psi in front. Bottom line is that I have a lot of praise for these tires which upon initially purchasing them, is something I did not think I necessarily would have said.

Given what I had purchased the Zaffiro Pro Slick set for, $31.00 on sale and additional $6.00 for s/h and considering the performance-to-price ratio (or Benefit-to-Cost ratio) the Zaffiro Pro Slicks earn 4 and half stars in my book.

Size: 700c x 25mm
Bead: Kevlar-Folding
Weight: 250g
TPI: 60

(as with all reviews, the opinions expressed are dependent on a variety of factors derived directly from my experiences)

R-002 Review | Tested & Ridden

At the time of this write up, I have ridden the Zhongwei R-002 for approximately 70 hours (or 948 miles). The time spent in the saddle includes riding on; gravel, dirt, smooth pavement, bumpy roads and very rough and rutted tarmac on varying types of terrain. Rolling hills, flats and steep short climbs. Rolling mainly on the 23mm x 38 mm carbon wheels, with a few rides on a set of standard 20 mm x 27 mm aluminum rims for comparison.

Undoubtedly,  I have put the R002-SS through its paces during the last 3 months. What follows is my best attempt to provide the most neutral review of the bike frame and fork that I can. As opposed to some of the apparent fluff and obvious lip-service from a contingent of inexperienced and/or naive riders regarding the R-002/R-022. If you have not read the Prequel to the Review, then please go ahead and scan the short post before delving into the full bike review.

The Opine

With its sleek lines and shaped tubes, it’s easy to see why the R-002/R-022 bicycle frame is one of the most popular of the Zhongwei Composite bikes produced in China.

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The R double-O 2’s aggressive look and relatively lightweight (my 52cm frame weighs in at 1088g) make for a very solid build. It’s a sportier type mid-level race machine, geared more towards the aggressive club rider and weekend racer, rather than the touring/fondo crowd, despite its somewhat partial ‘touring’ type bike geometry:

  1. Head tube: 71.5°
  2. Fork rake: 44 mm
  3. Trail: 62.1 mm
    ———————————
  4. Seat tube angle: 74°
  5. Chainstay: 406 mm
  6. Wheelbase: 976.90 mm

The 44 mm fork rake and the 62.1 mm trail yield an aggressive, quick steering type of machine. As does the somewhat shorter, beefy 406 mm chainstays with a wheelbase of only 976.90. While the 71.5° head angle and 74° seat tube angle, suggest a more relaxed ‘touring’ type of geometry. The bike seems to have a split-personality, with respect to overall chassis design. Something of an engineering flaw, whether planned or not.

I liken the double-O 2 to a middleweight supersport bike- It’s relatively light, sharp and fast. But it’s also very stiff.  In fact, the chassis is so stiff, it is absolutely unforgiving when configured with carbon wheels. Stomp down on the pedals and there is nary a hint of flex from the bottom bracket area. The bike just seems to push forward with proficiency. Though with aluminum wheels under the R-002, it is still quite rigid, but soaks up the bumps and ruts a bit better.

But in reality, the R-002/R-022 sacrifices everyday/touring type utility and comfort, for performance. This is not a bike of choice for long-ish rides and-or fondo/ touring, but rather it is more of a crit-type machine, one that will reward a rider with instant responsiveness and power efficiency. The massive, shapely chain stays measure 406 mm’s from the center of rear axle to the center of the BB, aiding in the bikes stout climbing prowess.

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It’s evident from the massively sized down tube and bottom bracket area that R-002 has a pronounced amount of lateral stiffness, that much is absolutely true from riding it. There’s a tapered head tube with 1-1/8″ to 1.5″ lower bearing, that also contributes to the stiffness. The frames rigidity is apparent from the slightest inputs through the handlebars, resulting in immediate steering response– thanks in large part to its short trail. . The bike exhibits efficient power transfer from a wide range of speeds and its stiffness is without question.

T he R-002 accelerates rapidly, on semi-smooth or smooth macadam (if you can find any!) the bike is fast, solid and precise. Though comfort and composure are definitely not the R-002’s strong points.  It’s not at all smooth and/or controllable over rough roads and there is a lot of jarring feedback through the frame and fork.

Unfortunately, this is the big compromise in the frames design, trading ride smoothness for the high level of chassis stiffness. On gentle roads, the firm chassis makes for a confident ride with the sort of cornering character that makes you push harder as you learn the limits of the bike, wheels and tyres.

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The R-002 has some keen aerodynamic features as well; with internally routed cables, shapely carbon lines and a sculpted head tube. Though specifically, the R-002 is not an aero bike. And the jury is out as to whether the ‘aero design’ has any edge or advantage over any other type of non-aero road machine. It certainly is a uniquely shaped machine and well, it just looks frigging awesome…

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The Verdict

After rides lasting several hours on the R-002, lower back discomfort and some marked fatigue become evident (at least to those of us who are over 40…and at close to 50, I feel every bump and jolt from the road surge through my body). The frame and fork are unforgiving  in shock absorption, not so assuring on big hits and not at all good at soaking up vibration from the hardier bumps and ruts.

But if you’re sprinting, climbing out of the saddle or throwing it in to the corners, the R-002 absolutely shines when the tarmac is unbroken and unrippled. Though overall, the chassis is not well balanced for varying terrain and conditions, it’s a one-trick pony. More of a point and shoot type machine that gets the job done, though not with grace and composure, but with a sheer rawness of power and speed. Not at all suited for the 50 and over crowd…

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Technical Specs

Overall, I am very pleased with the appearance and the build, but very disappointed with the bike’s ability to track over unstable roads and its long ride performance. My previous carbon rig served me well for 9 years, something I can not see happening with the R-002. As I age, my preferences will undoubtedly shift even more towards comfort combined with performance, something that the R-002 is just unable to deliver. Final grade:

Three-star-rating

A bit of an updated post on the handling and stem setup
https://theroadsofascension.wordpress.com/2014/09/17/september-testing/

R-002 (the prequel to review)

I was going write up the R002 – SBK review in one post, but due to the lengthy aspect of explaining about certain conditions and prerequisites, I decided to break the review into two posts. The first post will deal with assumptions, conditions, criterion and caveats of what the review will be predicted on.

Let’s face it, a review is just an opinion and you know what is said about opinions…they are like  assholes, everybody’s got one and they usually stink. (yes, even the ones written here, though at least I will give you a background on the what and the why’s)


The Bad, the Ugly and the Good:

Let’s begin by pointing out the marginal issues and problems with the R-002/R-022 frame. The fit and finish is somewhat spotty on certain batches and as so happened, the TWO models I received (after sending the first one back with gross aesthetic issues) had fit and finish issues. One of the more glaring problems with the R-002/R-022’s seat tube Claimed size of  34.6mm is that it is slightly larger than the standard size for most road bikes. Two different 31.6mm seat posts would not fit properly on my R002. Subsequently, I had to shim the post to keep it from slipping.

Second issue, is the headset. The R-002 comes with a relatively cheap, suspect headset. Though not mechanically unsafe, it does result in a sub-standard fit and finished look.

Third issue is the bottom bracket cable guide. The cheap plastic piece that came on my R-002, had to be filed in order for the cables to actually move through the guide.

Fourth issue is the rear derailleur hanger. The hanger that came on the bike was bent. Which meant the derailleur would not line up properly. Good thing that a spare bracket comes with the frame. But, the bracket should NOT be bent in the first place.

Granted, none of these issues severely compromise the safety aspect of the bike, but, they are significant in their own way. It points out the lack of uniform quality control and  Standard Operating Procedures withing the Zhongwei-UIS factory. Now I’m not saying that all the R-002/R-022 frames have these same issues, but I have read that some buyers have had some similar issues. I am also not saying that the R-002/R-022 should be avoided, in fact I would purchase another frame from Zhongwei, but in a different manner. What I am saying is, that in my specific case, I am sure that my issues were not necessarily a production oversight…which is a shame.

Rather, I suspect that these consequences were a result of sending back my first frame, that turned into a sort of ‘punishment’. Which is why it probably took over 3 months for the second frame to be shipped, (after being told in numerous emails by a certain person that it was -“going out next week”) and then have a frame riddled with these 4 problems. I’m sure it’s a cultural thing, you know, insulting, denying, saving face etc. (and all that is just plain old ugly!) Let me not forget about the shipping cost I incurred sending back the fist frame (which I was promised a refund of half of the cost, which of course never happened) Lesson learned, I think 🙂

As for the good, there is plenty. Obviously, the price of the frame/fork is a bargain at around $360 USD. Then there is the very sleek and aero look of the frame and fork itself. The moderately light weight of the R-002/R-022 is also a plus when you consider the cost. My raw 52cm frame weighs in at a respectable 1088g and the fork at 453g.


Rider/Writer background:

As with any review/opinion, the perspective and qualifications of  the reviewer matters greatly, in lending credence to the review. (at least that is my opinion! ) All too often reviews are expressed by those with limited experiences or out of context point of views regarding the reviewed item(s). All too often, reviews seem to be nothing more than a scripted play titled; “Blowing Sunshine up your Ass”. Well rest assured, that the forthcoming review will NOT be of any such folly. What the review will be, is a balanced, truthful and thorough detail of ascertained experiences, albeit an opinion of the R-002 chassis.

I am in my 11th year of road cycling and my 8th year of mtb’ing. Previous to 2004, when I had started cycling, I road raced motorbikes from 1991 to 2003. ( I feel this is relevant experience to understanding two-wheeled dynamics and having developed a ‘knack’ for machine feel and feedback.

During my years of road biking, I have owned and ridden (in order) a 1980’s Schwinn le tour 12 speed steel bike, a 2004 Mercier aluminum Tiagra/105, 27 speed equipped bike, a 2006 Pro-Lite carbon fiber Ultegra 6600, 20 speed bike and now the carbon R-002. And, I have owned only one mountain bike, an aluminum Iron Horse Warrior hardtail.

So, I can state without question, that I have ridden various frame materials and types of bikes during the 11 years. While not as ‘seasoned’ as some other long-time riders who have ridden fleets of bikes, I’m not a neophyte either. Therefore, these known quantities and facts need to be taken into account when reading and analyzing the upcoming R-002 review. Stay Tuned

Tested & Ridden | Vittoria pro Slick Tyre Test

The following is an opinion (or review) of my first-hand experiences riding Vittoria’s Zaffiro Pro Slick Tires.

Keep in mind, that the review takes into account, the bike, the terrain and the rider/riding style.

Back in early May I had made the swap from Continental Ultra Sport tires to the 700×25 Vittoria Pro Slick folding tyres. The Conti’s are a 23mm width and I wanted to run 25mm’s on the 23mm wide wheels I have on the R-002. After some searching, I found an incredible deal on the Pro Slicks for 15 bucks a piece on nashbar.com. Being that they were Vittoria’s, I figured it was worth a try and a  bargain price at that mates!

 Testing the Pro Slicks:

It’s early days yet, with now about 340 miles on the Zaffiro Pro Slick tires but so far,the overall feeling is good. I still don’t know about the long-term tyre life, but I suppose I will find out over the coming months and miles.

The Pro Slick is not a true slick, but an intermediate type tyre, with narrow strips of tread surface left and right of the slick center. The tires are billed as trainers, which means they are slighter heavier than pure racing slicks and should have a bit more durability. One of the pluses is that Vittoria states their Pro Slick utilizes the same rubber compound as the more expensive Rubino Pro.

Seat-of-the-pants feel:

The Conti Ultra Sports I was previously running  have a slightly less aggressive profile, when compared to the Pro Slicks and subsequently, stability under heavy braking is not quite as solid as the Ultra Sports. I have locked the rear up three times on the road, while braking very heavily, down from fast descents. Something which had never happened while rolling on the Ultra Sports. One particular incident was on this section in the photo below, hauling down from nearly 40 mph, then 30, to zero in 0.2 of mile before entering Route 202, a very busy highway here in Morris County NJ.

Baily Bomb

When I first installed the Pro Slicks, I did mention that the profile was slightly taller, at about 1/16″ compared to the Conti’s. Now, that doesn’t seem very much at all, but under really hard braking, at speed, it is proving to be somewhat of a weakness in the construction of the Vittoria Pro Slicks. It is not something so disconcerting to me, but it is an issue none-the-less. Knowing this shortfall with the tires, means I will need to ride around the problem and recall the limits whenever I am in a hard braking situation.

On the road, the Pro Slicks feel slightly more pliable than the Ultra Sports. I would love to see a durometer reading of both brands. As far as grip goes, bite into corner entry and out of corner exit is mostly consistent and predictable. Edge grip seems to be good as well. Although I have felt the rear move around ever so slight during very hard and fast cornering on a couple of occasions. Here is one example in the photo below;

Dropping down into a fast sweeper, I could feel the rear get a bit unsettled as I was driving (pedaling) hard into  the tight left-hander. Entering at 41 mph and accelerating through the corner up to 46 mph. While that bit of pavement is not smooth as glass, it is not ripped up either. The slight movement from the rear indicated a momentary slip of the tire, but nothing too severe. For this particular test, I had about 100 psi in the rear and about 96 psi up front.

King George Drop

Since mounting them up on the Ekay Carbon Fibre wheels, I have to date, ridden them on seven occasions in all types of weather and road conditions. From cool and damp, to very warm temps and even in a downpour. On dirt and gravel, torn up macadam and smooth paved roads. My verdict is that the Vittoria Zaffiro Pro Slicks are a solid road bike tyre, especially for the cost. They roll well, have a decent amount of grip and seem to handle all the varying conditions thrown at them so far.

Although, they are decent, solid tyres, the Continental Ultrasports feel just a bit better overall. Having more a predictable feel when leaned over and under hard braking.

My hope is to get at least a thousand miles out of this set of Vittoria’s and if I do so without any issues, I will probably purchase an additional set.

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Technical Specs per Vittoria:

  • Bead: kevlar
  • TPI : 60
  • Type: clincher
  • Weight: 250g
25-622 700x25c 250g 111.3ZP.18.25.111BX

Where the rubber and my ass meet the roads

I have  just made some part changes on the R002-SS machine in the form of a new set of tyres and a different saddle. When I was putting the together the bike, I had pre-ordered a bunch of parts in anticipation of the build, and tires were on the list of those parts. Being that I had ordered the 23mm width wheels, I wanted  25mm tires to take advantage of the wider rims and increased rubber patch on the road.

Unfortunately, the Continental Ultra Sports I ordered in the 25mm size showed up as 23mm wide tyres. When I had called the vendor to ask what happened, they informed me that the 25mm’s were out of stock and wouldn’t be restocked for at least a month or more. So, I went ahead and begrudgingly kept the 23mm’s.

So, in keeping with my ‘frugal’ nature, I was holding out for a sale or closeout on some decent 25mm tires. Then, last week nashbar was having a sale on Vittoria Zaffiro Pro Slick Tires. I ordered myself up a pair of the 700×25 folding tyres at $14.99 each plus $6.99 shipping, for a very reasonable $36.97 in total!

VPS

Vittoria Zaffiro Pro Slick Specs:

  • WEIGHT:   251g
  • SIZE:             700 x 25
  • TPI:               60
  • BEAD:         Folding

TPI wise, the Vittoria’s come in at 60 threads per inch per tyre and are also, obviously, a bit thinner than the 84 TPI Ultra Sports. With about 459 miles on the R-002/R-022 and the Conti Ultra Sports,  I can attest that they have performed very well. When cornering hard, grip is predictable and very good. Wear is moderate as well. As far as the tire profile is concerned, I was surprised to see that the Vittoria’s are about a 1/16th of an inch taller than the Ultra Sports.

What this means in the way of handling and feel remained to be seen. I have not yet rolled on the new Vittoria’s. I do have confidence in the Vittoria’s to perform as good or even better than the Ultra Sports, and I will put the Vittoria’s to the test for sure.

Another item I had pre-ordered was the saddle and being the cheapskate that I am, I went ahead and purchased a Vader 104 for a measly $8.64 on ebay. It is surprisingly, a very decent saddle. The Chinese made seat is comfortable, looks good and of course, uber cheap! The down side? a whopping 320 grams!  Well, I figured it was time to start seeking out some different and lighter options. Right then, off to my go-to site, ebay once again. I had missed out a few good auctions of some Selle’s and Fizik’s. But did manage to snag a Selle San Marco Spid for $36 bucks with free shipping. It’s used, but barely and looks virtually new. The Spid comes in at 210 grams, a good 110 grams lighter than my nine dollar Vader!

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As far as comfort goes, believe it or not, the Vader just edges out the Selle. Hard to believe, I know. But the Selle is fairly comfortable at that. Since I have a rather fat-free ass…my sit bones need some decent support! Finding a good saddle is one of those trial and error deals that could take a long time…in fact, it could even take one years! A decent seat that is not too heavy will almost surely be a compromise, like everything else on a road bike. You want all out comfort? Okay, then if a 20lb bike doesn’t make recoil in horror…go for it!  While I’m not trying to be completely ‘weight-obsessive’ I do want to keep this bike in the 16 +/- pound range…

A click, a creak; could it be the crank or the seat…and so goes another mile and another bump in the road

Finally was able to sort out a few nagging issues I have had since the completion of
the build on the R002 SBK. Shifting was a problem from the get go. No matter what
adjustments I made to the low, high, the B stop and barrel adjuster, I could not get the
middle of the gears to shifty smoothly.  As the chain would always hang up, at mid-point.

One problem contributing to the shifting ills, was that I had installed the chain backwards. (WHAT?) Yes, turns out, the Shimano 6701 chain is directional! Who knew…well, not me. I only discovered it by accident while cleaning the chain. I noticed that there was only lettering on one side of the chain. So, I looked at some other chains and thought something might be up.  A little research on Shimano’s site and bingo.  Blunder # 1 discovered. While this seemed to help slightly,  the shifting was still not as fluid as it should be.

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At this point, I relented and sought the help of an expert. My local mechanic, who happens to be the same guy who taught the Park School classes I attended earlier this year. He solved the problem within 10 minutes- but of course he did. That is why HE
is the expert and I am the novice…

There had also been a click or a creaking noise coming from the lower half of the bike on the downward pedal strokes. At first I thought it might be the pedals. After removing both sides, lubricating them and tightening them back up, the noise still persisted. Perhaps it might be the chain ring bolts or the maybe it was the crank arms I thought.
So back to youtube to watch some tips and tutorial videos on FSA crank arms and BB30 bottom brackets.

As I watched a particular video, the mechanic stated to remove the washer after unbolting the non-drive side arm. Huh? I don’t remember installing a washer. Out to garage to rummage through my build parts. I didn’t see anything that resembled a large wave washer, as in the video.  Hmmm. Okay, so a bit of forum and website research revealed that indeed you must install the washer on the FSA crankset, between the arm and the BB. After taking the crankset off and discovering that there was no washer I was hoping this was the source of the noise problem. (blunder #2) Off to the shop then to buy me a washer! I re-installed the crankset with the appropriate washer, tightened everything up and crossed me fingers.

I threw a leg over the top tube, clipped in and went for a short jaunt around the neighborhood. So far so good I thought…with each pedal stroke, there was a nary a sound except the change of the gears. Wala! Problem solved. So the bike is quiet, the gears are humming and I am happy. With only about 412 miles on the R-002 not much else to report on. I was going to write up a 500 mile report-review, but I may just wait until 750 or 1000 miles.

Until then…cheers