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The last few years have seen the rise of a new sub-category of road bikes — so-called “gravel grinders” — that have been designed to better handle unpaved terrain. Cannondale’s latest entry into this market is called the Slate and it borrows heavily from MTB. Australian tech editor Matt Wikstrom gas works park address spent a few weeks riding the Slate to report on how the bike performs.

Those familiar with Cannondale’s production history will no doubt be aware of the company’s fondness for challenging accepted norms to create novel concept bikes. The most imaginative projects pre-dated the company’s bankruptcy in 2003, so they might have been a luxurious indulgence, but it seems as if Cannondale has always been willing to explore new ideas.

While it is true that most of those projects disappeared without a trace, at least one — the Bad Boy — was a striking success and continues to have a place in Cannondale’s catalogue. Conceived in 1999 76 gas card login, the Bad Boy was designed to satisfy the training needs of Cannondale’s MTB racing team, but it also brought fresh capabilities to urban bike design.

Cannondale went on to experiment with the limits of the concept — a fully suspended Bad Boy featured in the catalogue at one point — and while it was easy to dismiss the boundary-breaking design as something of a novelty 15 years ago, it was the forerunner to all of the aggressive disc-equipped flat-bar bikes that dominate urban bike catalogues today.

If the Bad Boy brought MTB to urban cycling, then the Slate appears intent on doing the same thing for road cycling. It’s a point that wasn’t lost on judges at Eurobike, who handed out one of their Gold design awards for the Slate, commenting: “This gas appliance manufacturers association new bike by Cannondale combines two worlds that usually have little to do with one another. It echoes elements of a mountain bike and interprets these for road use. As a result, it taps into a bigger target group of cyclists.”

This last point is perhaps the strongest indication that the Slate’s designers never intended for the bike to stray too far from the road category gas x tablets himalaya. Indeed, Cannondale’s marketing language categorises the Slate as “a full-tilt road bike with legitimate off-road chops”, “the Swiss-Army knife of road bikes”, and “new where-ever, when-ever, why-ever, on-road, off-road, flat-out ripper road bikes for those with a taste for adventure.”

There are three bikes in the Slate family, starting with the Slate 105 (AU$3,999/US$2,980), followed by the Slate Ultegra (AU$4,899/US$3,520) and at the top of the range there is the Slate Force CX1 (AU$5,899/US$4,260). Each bike features hydraulic disc brakes and 11-speed gearing, however the Slate Force CX1 is the only model with a 1x transmission.

The Oliver has a proprietary dual-crown and steerer design with 4 gases in the atmosphere a precise-fit that demands a specific head tube length, oversized headset bearings, and a unique stem diameter ortega y gasset obras completas. The steerer is installed from the bottom-up like a giant pin and is secured by clamps in each crown. There is no adjustment for bearing pre-load so the stem simply slides on top of the upper crown with just 12.5mm of spacers for height adjustment.

Overall, the geometry of the Slate tends towards long and upright, however each size is supplied with a 100mm stem that moderates the overall reach. Fork rake (45mm) and chainstay length (405mm) are uniform for all frame sizes while bottom bracket drop ranges 70-65mm (decreasing as the frame size increases). For a detailed geometry chart, see Cannondale.

A few notes on assembly and servicing of the bike: owners will need a T-25 Torx key to remove the front disc calliper before the front wheel can be removed with a 5mm Allen key. A chainguide is provided for the front chainring however it can be considered a precaution rather than a necessity. Finally, Cannondale recommends that the Lefty Oliver be serviced after 100 hours of riding current electricity definition physics.

While the grip was vague, the tyres were unfailing in their plushness. And I didn’t suffer any pinch-flats over the course of three weeks despite terrain that would have pinched standard road clinchers many times over. The option to go tubeless is there too gas mileage comparison, almost straight of the box: the rims are taped and the tyres ready, so all that is needed is a pair of tubeless valve stems and some sealant.

The slow steering and handling of the bike was a much better match for off-road conditions. I found that the smaller frame size also worked to my advantage, adding somewhat to the agility of the bike. Nevertheless, the lack of grip undermined my confidence and I found myself riding unpaved surfaces with much of the same caution and trepidation as I would on a road bike.

I spent a lot of time pondering how much difference the tyres could make to the capabilities of the Slate off-road. However, this is where the 650b wheel size is a definite liability for the bike, since there are just a few different tyre choices on the market at the moment. This is in profound contrast to the plethora of options available for gas x ultra strength directions 700c wheels, thanks to the ferocious development of tyres for a wide range of cyclocross conditions.