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GT Bicycles 2015 Handleiding

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BICYCLE
OWNER’S MANUAL
WARNING
If you have any reason to suspect that your bicycle is not functioning properly do
not ride it. Have it inspected by an authorized GT dealer. Failure to follow this
checklist and have any problem inspected could lead to an accident, with risks of
serious injury, paralysis or death.
BICYCLE OWNER’S MANUAL
WARNING
THIS MANUAL CONTAINS IMPORTANT SAFETY, PERFORMANCE AND
SERVICE INFORMATION.
GT BICYCLES OWNERS MANUAL 131515 (04/15)
PRE-RIDE CHECKLIST
Are you wearing a helmet and other appropriate
equipment and clothing, such as protective glasses
and gloves? Do not wear loose clothing that could become
entangled in the bicycle (See PART I, Section 2.A The Basics).
Are your seatpost and stem securely fastened? Twist
wheel between your knees. The stem must not move in the
steering tube. Similarly, the seatpost must be secure in the seat
tube (See PART I, Section 3. Fit).
Are you visible to motorists? If you are riding at dusk,
dawn or at night, you must make yourself visible to motorists.
clothing (See PART I, Section 2.E Night Riding and PART II,
A. Important Safety Information).
Is it raining or wet? If so, be more cautious. Your braking
distances will increase, and your tires’ grip on the road will
decrease. Remember that motorists’ visibility decreases with
bad weather (See PART I, Section 2.D Wet Weather Riding
and PART II, A. Important Safety Information).
recommended pressure. (See PART I, Section 4.G Tires and
Tubes).
Are your wheels true? Lift each end of the bike and spin
each wheel. Does the space between the rim and the brake
pads, or the tire and the frame, remain nearly the same size as
the wheel turns? Are your spokes tight? (See PART I, Section
1.C Mechanical Safety Check).
Are your wheels’ quick-releases properly fastened? Be
sure to read the section on proper operation of quick-release
skewers (See PART I, Section 4.A Wheels).
Are your front and rear brakes functioning properly?
With V-brakes, the quick release “noodle” must be properly
installed. With cantilever brakes, the quick release straddle
cable must be properly attached. With caliper brakes the quick
release lever must be closed. With any rim brake, the brake
levers hitting the handlebar grip (See PART I, Section 4.C
Brakes).
does not move too close to the handlebar grip, and there is
close to the handlebar grip. With any disc brakes, the brake
levers hitting the handlebar grip (See PART I, Section 4.C
Brakes).
How do your clipless pedals work today? Clip in and
out of your pedals before you begin. Experienced cyclists do.
of factors including dirt, mud, lubrication, spring tension and
wear. By clipping in and out you will check the function and
have a fresh memory of how they feel (See PART I, Section
4.E Pedals).
How recently were your frame, fork and components
inspected? Never ride a frame, fork or components with any
crack or damage. (See PART II, Section D. Inspect For Safety).
WWW.GTBICYCLES.COM
©2015 Cycling Sports Group
GT AMERICAS
Cycling Sports Group, Inc.
172 Friendship Road,
Bedford, Pennsylvania, 15522-6600, USA
(Voice): 1-800-BIKE-USA
(Fax): 814-623-6173
custserv@cyclingsportsgroup.com
GT EUROPE
Cycling Sports Group Europe, B.V.
mail: Postbus 5100
visits: Hanzepoort 27
7570 GC, Oldenzaal, Netherlands
(Voice): +41 61.4879380
(Fax): 31-5415-14240
servicedeskeurope@cyclingsportsgroup.com
GT UK
Cycling Sports Group
Vantage Way, The Fulcrum,
Poole, Dorset, BH12 4NU
(Voice): +44 (0)1202 732288
(Fax): +44 (0)1202 723366
sales@cyclingsportsgroup.co.uk
GT AUSTRALIA
Cycling Sports Group
Unit 8, 31-41 Bridge Road
Stanmore NSW 2048
Phone: +61 (0)2 8595 4444
Fax: +61 (0) 8595 4499
askus@cyclingsportsgroup.com.au
GT JAPAN
Namba Sumiso Building 9F,
4-19, Minami Horie 1-chome,
Nishi-ku, Osaka 550-0015, Japan
(Voice): 06-6110-9390
(Fax): 06-6110-9361
cjcustserv@GT.com
GT CHINA
Cycling Sports Group China Co., Ltd.
Room 208, No. 3203, Minghang District
Hongmei Road, Shanghai 201103, China
(Voice): 86 21 6446 8999
(Fax): 86 21 6465 6570
csg@dorelchina.com
This manual meets EN standards
14764, 14766, and 14781.
N 95-937 du 24 août 1995 norme NFR030
FRANCAISE - Si vous parlez Francais, veuillez contacter GT Europe
a l’adresse indiquee ci joint pour recevoir une copie du manuel en Francais.
Vous pouvez egalement visiter le website www.GTBicycles.com http://www.
GTBicycles.com pour visualiser le manuel en francais.
ITALIANO - Se la sua lingua è l’italiano la preghiamo di contattare GT
Europe al recapito che trovate qui sotto per per ottenere una copia in italiano di
questo manuale. Il manuale può anche essere visualizzato sul sito Internet
www.GTBicycles.com/ manuals <http://www.GTBicycles.com/manuals> .
DEUTSCH - Wenn Deutsch Ihre Muttersprache ist nehmen Sie bitte mit GT
Europe unter unten angebenen Adresse auf für eine d
eutschsprachige Kopie der
Anleitung. Sie können auch auf: www.GTBicycles.com/manuals
<http://www.GTBicycles.com/manuals> gehen für eine Anleitung in Deutsch.
NEDERLANDS - Indien uw moedertaal Nederlands is, neemt u dan a.u.b.
contact op met GT Europe op onderstaand adres om een gratis copie van deze
handleiding in het Nederlands aan te vragen. U kunt ook onze website
www.GTBicycles.com/manuals <http://www.GTBicycles.com/manuals>
bezoeken om zo de Nederlandse versie te bekijken.
ESPANOL - Si su idioma es el español, por favor póngase en contacto con GT
Europe en la dirección mencionada abajo para obtener una copia gratuita del
manual en español. Usted también pue
de visitar a nuestra web
www.GTBicycles.com/manuals <http://www.GTBicycles.com/manuals>
para ver el manual en español.
CONGRATULATIONS ON YOUR
PURCHASE OF A GT BICYCLE.
you should know about us and our products:
1. We think riding a bike is fun! Which means all of us at GT are lucky enough to do
what we enjoy. You’ll see that dedication to our craft in every bicycle we make.
2. Because bike riding is so much fun, we encourage you to partake whenever the whim
strikes you: Going to the grocery store, going to work, going to school, or wherever
you go. Bikes are serious transportation, in addition to being outrageously good fun.
3. To keep your bike in top condition and to minimize risk, please read this manual before
4. We encourage you to visit your local Independent Bike Dealer. Many
GT Dealer is an important source of information for you.
WWW.GTBICYCLES.COM
©2015 Cycling Sports Group
GT AMERICAS
Cycling Sports Group, Inc.
172 Friendship Road,
Bedford, Pennsylvania, 15522-6600, USA
(Voice): 1-800-BIKE-USA
(Fax): 814-623-6173
custserv@cyclingsportsgroup.com
GT EUROPE
Cycling Sports Group Europe, B.V.
mail: Postbus 5100
visits: Hanzepoort 27
7570 GC, Oldenzaal, Netherlands
(Voice): +41 61.4879380
(Fax): 31-5415-14240
servicedeskeurope@cyclingsportsgroup.com
GT UK
Cycling Sports Group
Vantage Way, The Fulcrum,
Poole, Dorset, BH12 4NU
(Voice): +44 (0)1202 732288
(Fax): +44 (0)1202 723366
sales@cyclingsportsgroup.co.uk
GT AUSTRALIA
Cycling Sports Group
Unit 8, 31-41 Bridge Road
Stanmore NSW 2048
Phone: +61 (0)2 8595 4444
Fax: +61 (0) 8595 4499
askus@cyclingsportsgroup.com.au
GT JAPAN
Namba Sumiso Building 9F,
4-19, Minami Horie 1-chome,
Nishi-ku, Osaka 550-0015, Japan
(Voice): 06-6110-9390
(Fax): 06-6110-9361
cjcustserv@GT.com
GT CHINA
Cycling Sports Group China Co., Ltd.
Room 208, No. 3203, Minghang District
Hongmei Road, Shanghai 201103, China
(Voice): 86 21 6446 8999
(Fax): 86 21 6465 6570
csg@dorelchina.com
This manual meets EN standards
14764, 14766, and 14781.
N 95-937 du 24 août 1995 norme NFR030
FRANCAISE - Si vous parlez Francais, veuillez contacter GT Europe
a l’adresse indiquee ci joint pour recevoir une copie du manuel en Francais.
Vous pouvez egalement visiter le website www.GTBicycles.com http://www.
GTBicycles.com pour visualiser le manuel en francais.
ITALIANO - Se la sua lingua è l’italiano la preghiamo di contattare GT
Europe al recapito che trovate qui sotto per per ottenere una copia in italiano di
questo manuale. Il manuale può anche essere visualizzato sul sito Internet
www.GTBicycles.com/ manuals <http://www.GTBicycles.com/manuals> .
DEUTSCH - Wenn Deutsch Ihre Muttersprache ist nehmen Sie bitte mit GT
Europe unter unten angebenen Adresse auf für eine d
eutschsprachige Kopie der
Anleitung. Sie können auch auf: www.GTBicycles.com/manuals
<http://www.GTBicycles.com/manuals> gehen für eine Anleitung in Deutsch.
NEDERLANDS - Indien uw moedertaal Nederlands is, neemt u dan a.u.b.
contact op met GT Europe op onderstaand adres om een gratis copie van deze
handleiding in het Nederlands aan te vragen. U kunt ook onze website
www.GTBicycles.com/manuals <http://www.GTBicycles.com/manuals>
bezoeken om zo de Nederlandse versie te bekijken.
ESPANOL - Si su idioma es el español, por favor póngase en contacto con GT
Europe en la dirección mencionada abajo para obtener una copia gratuita del
manual en español. Usted también pue
de visitar a nuestra web
www.GTBicycles.com/manuals <http://www.GTBicycles.com/manuals>
para ver el manual en español.
CONGRATULATIONS ON YOUR
PURCHASE OF A GT BICYCLE.
you should know about us and our products:
1. We think riding a bike is fun! Which means all of us at GT are lucky enough to do
what we enjoy. You’ll see that dedication to our craft in every bicycle we make.
2. Because bike riding is so much fun, we encourage you to partake whenever the whim
strikes you: Going to the grocery store, going to work, going to school, or wherever
you go. Bikes are serious transportation, in addition to being outrageously good fun.
3. To keep your bike in top condition and to minimize risk, please read this manual before
4. We encourage you to visit your local Independent Bike Dealer. Many
GT Dealer is an important source of information for you.
131515 (04/15
1
USE OF THIS MANUAL
GT Bicycle Owner’s Manual
This manual contains important information aecting
your safety and the proper use of bicycles. It is a
very important manual for every bike we make. It is
organized into two parts:
PART I
Is a generic guide to the proper function and use
of bicycles. This generic information is used by
many bike companies. Most aspects of bicycles are
common or “generic.” PART I of this manual is the
10th edition of the generic manual.
PART II
Contains information specic to GT bicycles and
topics we feel you need to know and understand about
our bikes.
A manual alone cannot teach you how to ride, and a
manual the size of an encyclopedia could not cover
every combination of bicycle, rider and conditions.
Thus, as a reasonable person would expect, the GT
manuals and supplements focus on the bicycle, not
teaching you to ride.
This manual is not intended as a comprehensive use,
service, repair or maintenance manual. It contains
no assembly instructions. This manual is not a service
manual for any parts of your bike. Please see your
dealer for all service, repairs or maintenance. Your
dealer may also be able to refer you to classes or books
on bicycle use, and maintenance.
Owner’s Manual Supplements
GT Owner’s Manual Supplements are “supplements”
to this manual providing important additional
model specic safety, maintenance, and technical
information. GT Owner’s Manual Supplements are
not replacements for this or any other manual for your
bike.
You can download Adobe Acrobat PDF versions
of any GT Owner’s Manual or Owner’s Manual
Supplements or Tech Notes from our website. Go to:
http://www.gtbicycles.com.
Other Manuals & Instructions
Many of the components on your bike were not made
by GT. When available from the manufacturer, GT
packages these manuals and/or instructions with our
bikes for delivery to you. We strongly recommend that
you read and follow all the manufacturer’s specic
instructions included with your bike.
Authorized GT Dealers
Your local Authorized GT Dealer is your primary
contact for service and adjustment of your bicycle,
instruction in its use, and any warranty questions.
Your new bike is to be delivered by a Authorized
GT Retailer to you in a completely assembled
and properly adjusted condition, complete with all
required safety equipment, Owner’s Manuals, any
GT Owner’s Manual Supplements, and the available
manufacturer’s instructions (shipped by GT) for parts
and components for your bike.
To nd the GT retailer closest to you, call 1-800-BIKE
-USA, or use our website dealer locator at
www.gtbicycles.com.
Use Only Genuine Replacement
Parts
It is important to your safety and the performance
of your GT bicycle that you use only genuine GT
original equipment manufactured replacement parts.
These parts are described in Owners Manual
Supplements. This note does not apply to widely used
generic bicycle components such as derailleurs.
2
PART I
GENERAL WARNING .........................4
A SPECIAL NOTE FOR PARENTS ........ 4
SECTION 1. FIRST ........................ 5-8
1.A Bike Fit ................................................................5
1.B Safety First ...........................................................5
1.C Mechanical Safety Check ....................................6
1.D First Ride .............................................................8
SECTION 2. SAFETY .....................8-14
2.A The Basics ...........................................................9
2.B Riding Safety .....................................................10
2.C O-Road Safety ................................................11
2.D Wet Weather Riding ..........................................11
2.E Night Riding .....................................................12
2.F Extreme, Stunt, or Competition Riding ...........13
2.G Changing Components Adding Accessories .....14
SECTION 3. FIT ......................... 15-19
3.A Stand Over Height ............................................15
3.B Saddle Position ..................................................16
3.C. Handlebar Height and Angle ............................18
3.D Control Position Adjustments ...........................19
3.E Brake Reach.......................................................19
SECTION 4. TECH .................... 20 - 37
4.A Wheels ...............................................................20
4.B Seat Post Cam Action Clamp ............................26
4.C Brakes ................................................................27
Coaster Brakes ..................................................30
4.D Shifting Gears ...................................................31
4.E Pedals .................................................................33
4.F Bicycle Suspension .............................................34
4.G Tires and Tubes ................................................35
SECTION 5. SERVICE ................. 38-41
5.A Service Intervals ................................................39
5.B If Your Bicycle Sustains an Impact ...................41
PART II
SECTION A. IMPORTANT SAFETY
INFO .......................................... 42-51
A Wide Range of Injuries Are Possible .....................42
Bicycles Cannot Protect You .....................................42
Bicycling Inherent Risk .............................................42
Warning Label ..........................................................43
Riding in Trac, Commuting ..................................43
Riding at Night, Dusk, Dawn ...................................44
Renishing ................................................................45
Modications.............................................................45
Child Carriers ...........................................................46
Bicycles Have Sharp Surfaces ...................................46
Bar Ends ....................................................................46
Installing Accessories .................................................46
Aerodynamic Handlebars .........................................47
About Shimmy ..........................................................48
Toe Clip Overlap ......................................................48
Tire Size ....................................................................49
Tire & Rim Pressure Compatibility ........................49
How to Check Wheel Rim Wear ..............................50
Understanding Disc Brakes on Road Bikes ..............50
Brake Power Modulators ...........................................51
Aftermarket Brake Systems .......................................51
Aftermarket Power Systems ......................................51
SECTION B. INTENDED USE ....... 52-60
This section also includes weight limit information.
CONDITION 1 High-Performance Road ..............53
CONDITION 2 General Purpose Riding ..............55
CONDITION 3 Cross-Country, Mararthon,
Hardtails ....................................................................57
CONDITION 4 All-Mountain, Overmountain ......58
CONDITION 5 Gravity, Freeride,
Downhill, Dirt Jump ........................................... 59-60
CONTENTS
2
PART I
3
SECTION C. MOUNTAIN BIKE RIDING
61-64
O-Road Riding .......................................................61
Bike Types .................................................................61
Inspection and Maintenance Routines .....................61
Suspension.................................................................62
Jumping .....................................................................62
Stay In Control .........................................................62
Downhill and Lift-Serviced Riding ...........................62
Shifting Gears While Pedaling ..................................63
Gravity Freeride and Downhill Riding
(and other xtreme forms of riding) ...........................64
SECTION D. INSPECT
FOR SAFETY ............................... 66-76
1. Understanding Metals ...........................................67
2. Understanding Composites (Carbon Fiber) ..........72
3. Understanding Components .................................74
Bicycle Lifespan .........................................................76
Useful Life of Lightweight Frames ............................76
SECTION E. MAINTENANCE ........ 77-82
30 Day Service ..........................................................77
Cleaning ....................................................................77
Preventing Corrosion ................................................77
Lubrication ................................................................78
Tightening Torques ...................................................78
Repair/Work Stands .................................................79
Protect From Extreme Temperatures ........................79
Riding Through Water .............................................79
Applying Frame Protection .......................................80
Water Bottles .............................................................82
SECTION F. LIMITED WARRANTY ... 83
GT Limited Warranty ...............................................83
Product Registration .................................................84
Serial Number ...........................................................84
GT Authorized Distributors (02/14) ........................85
Australian Consumer Law
(Limited Warranty/Australia) ...................................87
SECTION G. PRE-RIDE CHECKLIST 89
APPENDIX
A. Cable Detangler ..................................................90
B. Maximum Fork Length ........................................91
C. Care And Maintenance Of
Carbon Fiber Seat Posts ......................................92
D. Care And Maintenance Of
Carbon Fiber Forks And Stems ...........................96
E. Bicycle Racks .....................................................100
F. Using Bicycle Trainers .......................................102
Trainers: Risks To Children
G. Pegs .....................................................................103
OWNER NOTES/RECORD ..............104
Check for related info
in all three areas:
PART 1, PART II, and the APPENDIX.
3
4
PART I
GENERAL WARNING
Like any sport, bicycling involves risk of injury and
damage. By choosing to ride a bicycle, you assume the
responsibility for that risk, so you need to know — and
to practice — the rules of safe and responsible riding
and of proper use and maintenance. Proper use and
maintenance of your bicycle reduces risk of injury.
This Manual contains many “Warnings” and
“Cautions” concerning the consequences of failure
to maintain or inspect your bicycle and of failure to
follow safe cycling practices.
The combination of the safety alert symbol
and the word WARNING indicates a potentially
hazardous situation which, if not avoided, could result
in serious injury or death.
The combination of the safety alert symbol
and
the word CAUTION indicates a potentially hazardous
situation which, if not avoided, may result in minor or
moderate injury, or is an alert against unsafe practices.
The word CAUTION used without the safety alert
symbol indicates a situation which, if not avoided,
could result in serious damage to the bicycle or the
voiding of your warranty.
Many of the Warnings and Cautions say “you may
lose control and fall”. Because any fall can result in
serious injury or even death, we do not always repeat
the warning of possible injury or death.
Because it is impossible to anticipate every situation or
condition which can occur while riding, this Manual
makes no representation about the safe use of the
bicycle under all conditions. There are risks associated
with the use of any bicycle which cannot be predicted
or avoided, and which are the sole responsibility of
the rider.
A SPECIAL NOTE
FOR PARENTS
As a parent or guardian, you are responsible for the
activities and safety of your minor child, and that
includes making sure that the bicycle is properly tted
to the child; that it is in good repair and safe operating
condition; that you and your child have learned and
understand the safe operation of the bicycle; and that
you and your child have learned, understand and obey
not only the applicable local motor vehicle, bicycle
and trac laws, but also the common sense rules of
safe and responsible bicycling. As a parent, you should
read this manual, as well as review its warnings and
the bicycle’s functions and operating procedures with
your child, before letting your child ride the bicycle.
WARNING
MAKE SURE THAT YOUR CHILD
ALWAYS WEARS AN APPROVED BICYCLE
HELMET WHEN RIDING; BUT ALSO
MAKE SURE THAT YOUR CHILD
UNDERSTANDS THAT A BICYCLE
HELMET IS FOR BICYCLING ONLY,
AND MUST BE REMOVED WHEN NOT
RIDING.
A helmet must not be worn while playing, in play
areas, on playground equipment, while climbing
trees, or at any time while not riding a bicycle.
Failure to follow this warning could result in
serious injury or death.
5
SECTION 1. FIRST
NOTE:
We strongly urge you to read this Manual in its
entirety before your rst ride. At the very least, read
and make sure that you understand each point in this
section, and refer to the cited sections on any issue
which you don’t completely understand. Please note
that not all bicycles have all of the features described
in this manual. Ask your dealer to point out the
features of your bicycle.
1.A - BIKE FIT
1. Is your bike the right size? To check, see
SECTION 3.A. If your bicycle is too large or too
small for you, You may lose control and fall. If
your new bike is not the right size, ask your dealer
to exchange it before you ride it.
2. Is the saddle at the right height? To check, see
SECTION 3.B. If you adjust your saddle height,
follow the Minimum Insertion instructions in
SECTION 3.B.
3. Are saddle and seat post securely clamped? A
correctly tightened saddle will allow no saddle
movement in any direction. See SECTION 3.B.
4. Are the stem and handlebars at the right height
for you? If not, see SECTION 3.C.
5. Can you comfortably operate the brakes? If not,
you may be able to adjust their angle and reach.
See SECTION 3.D and 3.E.
6. Do you fully understand how to operate your new
bicycle? If not, before your rst ride, have your
dealer explain any functions or features which you
do not understand
1.B - SAFETY FIRST
1. Always wear an approved helmet when riding
your bike, and follow the helmet manufacturer’s
instructions for t, use and care.
2. Do you have all the other required and
recommended safety equipment?
See SECTION 2. It’s your responsibility to
familiarize yourself with the laws of the areas
where you ride, and to comply with all applicable
laws.
3. Do you know how to correctly operate your wheel
quick releases? Check SECTION 4.A.1 to make
sure. Riding with an improperly adjusted wheel
quick release can cause the wheel to wobble or
disengage from the bicycle, and cause serious
injury or death.
4. If your bike has toeclips and straps or clipless
(“step-in”) pedals, make sure you know how they
work (see SECTION 4.E). These pedals require
special techniques and skills. Follow the pedal
manufacturer’s instructions for use, adjustment
and care.
5. Do you have “toe overlap”? On smaller framed
bicycles your toe or toeclip may be able to contact
the front wheel when a pedal is all the way
forward and the wheel is turned. Read SECTION
4.E. If you have toeclip overlap.
6. Does your bike have suspension? If so, check
SECTION 4.F. Suspension can change the
way a bicycle performs. Follow the suspension
manufacturer’s instructions for use, adjustment
and care.
6
PART I
1.C - MECHANICAL
SAFETY CHECK
Routinely check the condition of your bicycle before
every ride.
Nuts, Bolts Screws & Other
Fasteners
Because manufacturers use a wide variety of fastener
sizes and shapes made in a variety of materials,
often diering by model and component, the correct
tightening force or torque cannot be generalized.
To make sure that the many fasteners on your bicycle
are correctly tightened. See page 78.
Always refer to the torque specications in the
instructions provided by the manufacturer of a
component in question.
Correctly tightening a fastener requires a calibrated
torque wrench. A professional bicycle mechanic
with a torque wrench should torque the fasteners
on you bicycle. If you choose to work on your own
bicycle, you must use a torque wrench and the correct
tightening torque specications from the bicycle or
component manufacturer or from your dealer. If you
need to make an adjustment at home or in the eld,
we urge you to exercise care, and to have the fasteners
you worked on checked by your dealer as soon as
possible.
Note that there are some components which require
special tools and knowledge. In Sections 3 and 4,
we discuss the items which you may be able to adjust
yourself. All other adjustments and repairs should be
done by a qualied bike mechanic.
WARNING
CORRECT TIGHTENING FORCE ON
FASTENERS –NUTS, BOLTS, SCREWS–
ON YOUR BICYCLE IS IMPORTANT.
Too little force, and the fastener may not hold
securely. Too much force, and the fastener can
strip threads, stretch, deform or break. Either
way, incorrect tightening force can result in
component failure, which can cause you to loose
control and fall.
Make sure nothing is loose. Lift the front wheel o the
ground by two or three inches, then let it bounce on
the ground. Anything sound, feel or look loose? Do
a visual and tactile inspection of the whole bike. Any
loose parts or accessories? If so, secure them. If you’re
not sure, ask someone with experience to check.
Tires & Wheels
Make sure tires are correctly inated (see SECTION
4.G.1). Check by putting one hand on the saddle, one
on the intersection of the handlebars and stem, then
bouncing your weight on the bike while looking at tire
deection. Compare what you see with how it looks
when you know the tires are correctly inated; and
adjust if necessary.
Tires in good shape? Spin each wheel slowly and look
for cuts in the tread and sidewall. Replace damaged
tires before riding the bike.
Wheels true? Spin each wheel and check for brake
clearance and side-to-side wobble. If a wheel wobbles
side-to-side even slightly, or rubs against or hits the
brake pads, take the bike to a qualied bike shop to
have the wheel trued.
CAUTION
Wheels must be true for the brakes to work
eectively. Wheel trueing is a skill which requires
special tools and experience. Do not attempt
to true a wheel unless you have the knowledge,
experience and tools needed to do the job
correctly.
7
Wheel rims clean and undamaged? Make sure the
rims are clean and undamaged at the tire bead and, if
you have rim brakes, along the braking surface. Check
to make sure that any rim wear indicator marking is
not visible at any point on the wheel rim.
WARNING
BICYCLE WHEEL RIMS ARE SUBJECT
TO WEAR.
Ask your dealer about wheel rim wear. Some
wheel rims have a rim wear indicator which
becomes visible as the rim’s braking surface
wears. A visible rim wear indicator on the side of
the wheel rim is an indication that the wheel rim
has reached its maximum usable life. Riding a
wheel that is at the end of its usable life can result
in wheel failure, which can cause you to loose
control and fall.
Brakes
Check the brakes for proper operation (see SECTION
4.C). Squeeze the brake levers. Are the brake quick-
releases closed? All control cables seated and securely
engaged? Do the brake pads contact the wheel rim
squarely and make full contact with the rim? Do the
brake pads touch the wheel rim within an inch of
brake lever movement? Can you apply full braking
force at the levers without having them touch the
handlebar? If not, your brakes need adjustment. Do
not ride the bike until the brakes are properly adjusted
by a professional bicycle mechanic.
Wheel Retention System
Make sure the front and rear wheels are correctly
secured. See SECTION 4.A
Seat post
If your seat post has an over-center cam action
fastener for easy height adjustment, check that it is
properly adjusted and in the locked position. See
Section 4.B.
Handlebar and Saddle Alignment
Make sure the saddle and handlebar stem are parallel
to the bike’s center line and clamped tight enough
so that you can’t twist them out of alignment. See
SECTION 3.B and 3.C.
Handlebar Ends
Make sure the handlebar grips are secure and in good
condition. If not, have your dealer replace them.
Make sure the handlebar ends and extensions are
plugged. If not, plug them before you ride. If the
handlebars have bar end extensions, make sure they
are clamped tight enough so you can’t twist them.
WARNING
LOOSE OR DAMAGED HANDLEBAR
GRIPS OR EXTENSIONS CAN CAUSE
YOU TO LOSE CONTROL AND
FALL. UNPLUGGED HANDLEBARS
OR EXTENSIONS CAN CUT YOU
AND CAUSE SERIOUS INJURY IN AN
OTHERWISE MINOR ACCIDENT.
VERY IMPORTANT SAFETY NOTE:
Please also read and become thoroughly familiar with
the important information on the lifespan of your
bicycle and its components in PART II, SECTION D.
INSPECT FOR SAFETY.
8
PART I
1.D - FIRST RIDE
When you buckle on your helmet and go for your rst
familiarization ride on your new bicycle, be sure to
pick a controlled environment, away from cars, other
cyclists, obstacles or other hazards. Ride to become
familiar with the controls, features and performance
of your new bike.
Familiarize yourself with the braking action of the
bike (see SECTION 4.C). Test the brakes at slow
speed, putting your weight toward the rear and gently
applying the brakes, rear brake rst. Sudden or
excessive application of the front brake could pitch
you over the handlebars. Applying brakes too hard can
lock up a wheel, which could cause you to lose control
and fall. Skidding is an example of what can happen
when a wheel locks up.
If your bicycle has toeclips or clipless pedals, practice
getting in and out of the pedals. See paragraph B.4
above and SECTION 4.E.4.
If your bike has suspension, familiarize yourself with
how the suspension responds to brake application
and rider weight shifts. See paragraph B.6 above and
SECTION 4.F.
Practice shifting the gears (see SECTION 4.D).
Remember to never move the shifter while pedaling
backward, nor pedal backwards immediately after
having moved the shifter. This could jam the chain
and cause serious damage to the bicycle.
Check out the handling and response of the bike; and
check the comfort.
If you have any questions, or if you feel anything
about the bike is not as it should be, consult your
dealer before you ride.
SECTION 2. SAFETY
WARNING
MANY STATES REQUIRE SPECIFIC
SAFETY DEVICES. IT IS YOUR
RESPONSIBILITY TO FAMILIARIZE
YOURSELF WITH THE LAWS OF THE
STATE WHERE YOU RIDE AND TO
COMPLY WITH ALL APPLICABLE LAWS,
INCLUDING PROPERLY EQUIPPING
YOURSELF AND YOUR BIKE AS THE
LAW REQUIRES.
Observe all local bicycle laws and regulations.
Observe regulations about bicycle lighting,
licensing of bicycles, riding on sidewalks, laws
regulating bike path and trail use, helmet laws,
child carrier laws, special bicycle trac laws.
It’s your responsibility to know and obey
the laws.
9
2.A - THE BASICS
1. Always wear a cycling helmet which meets the
latest certication standards and is appropriate
for the type of riding you do. Always follow the
helmet manufacturer’s instructions for t, use
and care of your helmet. Most serious bicycle
injuries involve head injuries which might have
been avoided if the rider had worn an appropriate
helmet.
Figure 1. Bicycle Helmet
Your helmet should be:
• U.S. Consumer Product Safety Commission
(CPSC) certied (look for the label on the helmet)
• Properly Sized for You
• Properly Fitted to You
• Properly Attached to Your Head!
• Undamaged
ASK YOUR RETAILER FOR HELP
WARNING
FAILURE TO WEAR A HELMET WHEN
RIDING MAY RESULT IN SERIOUS
INJURY OR DEATH.
2. Always do the Mechanical Safety Check
(SECTION 1.C) before you get on a bike.
3. Be thoroughly familiar with the controls of
your bicycle: brakes (SECTION 4.C.); pedals
(SECTION 4.E.); shifting (SECTION 4.D.)
4. Be careful to keep body parts and other objects
away from the sharp teeth of chainrings, the
moving chain, the turning pedals and cranks, and
the spinning wheels of your bicycle.
5. Always wear:
• Shoes that will stay on your feet and will grip the
pedals. Never ride barefoot or in sandals.
• Bright, visible clothing that is not so loose that
it can be tangled in the bicycle or snagged by
objects at the side of the road or trail.
• Protective eye wear, to protect against airborne
dirt, dust and bugs —tinted when the sun is
bright, clear when it’s not.
6. Unless you bicycle was specically designed for
jumping, don’t jump with your bike. Jumping a
bike, particularly a BMX or mountain bike, can
be fun; but it can put huge and unpredictable
stress on the bicycle and its components. Riders
who insist on jumping their bikes risk serious
damage, to their bicycles as well as to themselves.
Before you attempt to jump, do stunt riding
or race with your bike, read and understand
SECTION 2.F.
7. Ride at a speed appropriate for conditions.
Increased speed means higher risk.
10
PART I
2.B - RIDING SAFETY
1. Obey all rules of the road and all local trac laws.
2. You are sharing the road or the path with others
— motorists, pedestrians and other cyclists.
Respect their rights.
3. Ride defensively. Always assume that others do
not see you.
4. Look ahead, and be ready to avoid:
• Vehicles slowing or turning, entering the road or
your lane ahead of you, or coming up behind
you.
• Parked car doors opening.
• Pedestrians stepping out.
• Children or pets playing near the road.
• Pot holes, sewer grating, railroad tracks, expansion
joints, road or sidewalk construction, debris and
other obstructions that could cause you to swerve
into trac, catch your wheel or otherwise cause
you to lose control and have an accident.
• The many other hazards and distractions which
can occur on a bicycle ride.
5. Ride in designated bike lanes, on designated
bike paths or as close to the edge of the road
as possible, in the direction of trac ow or as
directed by local governing laws.
6. Stop at stop signs and trac lights; slow down
and look both ways at street intersections.
Remember that a bicycle always loses in a collision
with a motor vehicle, so be prepared to yield even
if you have the right of way.
7. Use approved hand signals for turning and
stopping.
8. Never ride with headphones. They mask trac
sounds and emergency vehicle sirens, distract you
from concentrating on what’s going on around
you, and their wires can tangle in the moving
parts of the bicycle, causing you to lose control.
9. Never carry a passenger, and before installing a
child carrier or trailer, check with you dealer or
the bicycle manufacturer to make sure the bicycle
is designed for it. If the bicycle is suitable for a
child carrier or trailer, make sure that the carrier
or trailer is correctly mounted and the child
secured and wearing an approved and properly
tted helmet.
10. Never carry anything which obstructs your vision
or your complete control of the bicycle, or which
could become entangled in the moving parts of
the bicycle.
11. Never hitch a ride by holding on to another
vehicle.
12. Don’t do stunts, wheelies or jumps. If you
intend to do stunts, wheelies, jumps or go racing
with your bike despite our advice not to, read
SECTION 2.F, Downhill, Stunt or Competition
Biking, now. Think carefully about your skills
before deciding to take the large risks that go with
this kind of riding.
13. Don’t weave through trac or make any moves
that may surprise people with whom you are
sharing the road.
14. Observe and yield the right of way.
15. Never ride your bicycle while under the inuence
of alcohol or drugs.
16. If possible, avoid riding in bad weather, when
visibility is obscured, at dawn, dusk or in the dark,
or when extremely tired. Each of these conditions
increases the risk of accident.
11
2.C - OFF-ROAD SAFETY
We recommend that children not ride on rough
terrain unless they are accompanied by an adult.
1. The variable conditions and hazards of o-road
riding require close attention and specic skills.
Start slowly on easier terrain and build up your
skills. If your bike has suspension, the increased
speed you may develop also increases your risk
of losing control and falling. Get to know how
to handle your bike safely before trying increased
speed or more dicult terrain.
2. Wear safety gear appropriate to the kind of riding
you plan to do.
3. Don’t ride alone in remote areas. Even when
riding with others, make sure that someone knows
where you’re going and when you expect to be
back.
4. Always take along some kind of identication,
so that people know who you are in case of an
accident; and take along a couple of dollars in
cash for a candy bar, a cool drink or an emergency
phone call.
5. Yield right of way to pedestrians and animals.
Ride in a way that does not frighten or endanger
them, and give them enough room so that their
unexpected moves don’t endanger you.
6. Be prepared. If something goes wrong while
you’re riding o-road, help may not be close.
7. Before you attempt to jump, do stunt riding
or race with your bike, read and understand
SECTION 2.F.
O-Road Respect
Obey the local laws regulating where and how you can
ride o-road, and respect private property. You may
be sharing the trail with others — hikers, equestrians,
other cyclists. Respect their rights. Stay on the
designated trail. Don’t contribute to erosion by riding
in mud or with unnecessary sliding. Don’t disturb
the ecosystem by cutting your own trail or shortcut
through vegetation or streams. It is your responsibility
to minimize your impact on the environment. Leave
things as you found them; and always take out
everything you brought in.
2.D - WET WEATHER RIDING
Under wet conditions, the stopping power of your
brakes (as well as the brakes of other vehicles sharing
the road) is dramatically reduced and your tires don’t
grip nearly as well. This makes it harder to control
speed and easier to lose control.
WARNING
WET WEATHER IMPAIRS TRACTION,
BRAKING AND VISIBILITY, BOTH FOR
THE BICYCLIST AND FOR OTHER
VEHICLES SHARING THE ROAD.
The risk of an accident is dramatically increased
in wet conditions.
To make sure that you can slow down and stop safely
in wet conditions, ride more slowly and apply your
brakes earlier and more gradually than you would
under normal, dry conditions. See also SECTION
4.C.
12
PART I
2.E - NIGHT RIDING
Riding a bicycle at night is much more dangerous than
riding during the day. A bicyclist is very dicult for
motorists and pedestrians to see. Therefore, children
should never ride at dawn, at dusk or at night. Adults
who chose to accept the greatly increased risk of
riding at dawn, at dusk or at night need to take extra
care both riding and choosing specialized equipment
which helps reduce that risk. Consult your dealer
about night riding safety equipment.
WARNING
REFLECTORS ARE NOT A SUBSTITUTE
FOR REQUIRED LIGHTS. RIDING
AT DAWN, AT DUSK, AT NIGHT OR AT
OTHER TIMES OF POOR VISIBILITY
WITHOUT AN ADEQUATE BICYCLE
LIGHTING SYSTEM AND WITHOUT
REFLECTORS IS DANGEROUS AND
MAY RESULT IN SERIOUS INJURY OR
DEATH.
Bicycle reectors are designed to pick up and reect
street lights and car lights in a way that may help you
to be seen and recognized as a moving bicyclist.
CAUTION
Check reectors and their mounting brackets
regularly to make sure that they are clean,straight,
unbroken and securely mounted. Have your
dealer replace damaged reectors and straighten
or tighten any that are bent or loose.
The mounting brackets of front and rear reectors are
often designed as brake straddle cable safety catches
which prevent the straddle cable from catching on the
tire tread if the cable jumps out of its yoke or breaks.
WARNING
DO NOT REMOVE THE FRONT OR
REAR REFLECTORS OR REFLECTOR
BRACKETS FROM YOUR BICYCLE.
They are an integral part of the bicycle’s safety
system.
REMOVING THE REFLECTORS MAY
REDUCE YOUR VISIBILITY TO OTHERS
USING THE ROADWAY. BEING STRUCK
BY OTHER VEHICLES MAY RESULT IN
SERIOUS INJURY OR DEATH.
The reector brackets may protect you from the
brake straddle cable catching on the tire in the
event of brake cable failure. If a brake straddle
cable catches on the tire, it can cause the wheel
to stop suddenly, causing you to loose control and
fall.
If you choose to ride under conditions of poor
visibility, check and be sure you comply with
all local laws about night riding, and take the
following strongly recommended additional
precautions:
• Purchase and install battery or generator powered
head and tail lights which meet all regulatory
requirements and provide adequate visibility.
• Wear light colored, reective clothing and
accessories, such as a reective vest, reective
arm and leg bands, reective stripes on your
helmet, ashing lights attached to your body and/
or your bicycle ... any reective device or light
source that moves will help you get the attention
of approaching motorists, pedestrians and other
trac.
• Make sure your clothing or anything you may
be carrying on the bicycle does not obstruct a
reector or light.
• Make sure that your bicycle is equipped with
correctly positioned and securely mounted
reectors.
13
WHILE RIDING AT DAWN, AT DUSK OR
AT NIGHT:
• Ride slowly.
• Avoid dark areas, areas of heavy or fast-
moving trac.
• Avoid road hazards.
• If possible, ride on familiar routes.
IF RIDING IN TRAFFIC:
• Be predictable. Ride so that drivers can see
you and predict your movements.
• Be alert. Ride defensively and expect the
unexpected.
• If you plan to ride in trac often, ask your
dealer about trac safety classes or a good
book on bicycle trac safety.
2.F - EXTREME, STUNT OR
COMPETITION RIDING
Whether you call it Aggro, Hucking, Freeride, North
Shore, Downhill, Jumping, Stunt Riding, Racing
or something else: if you engage in this sort of
extreme, aggressive riding you will get hurt, and you
voluntarily assume a greatly increased risk of injury
or death.
Not all bicycles are designed for these types of riding,
and those that are may not be suitable for all types
of aggressive riding. Check with your dealer or the
bicycle’s manufacturer about the suitability of your
bicycle before engaging in extreme riding.
When riding fast down hill, you can reach speeds
achieved by motorcycles, and therefore face similar
hazards and risks. Have your bicycle and equipment
carefully inspected by a qualied mechanic and be
sure it is in perfect condition. Consult with expert
riders and race ocials on conditions and equipment
advisable at the site where you plan to ride. Wear
appropriate safety gear, including an approved full face
helmet, full nger gloves, and body armor. Ultimately,
it is your responsibility to have proper equipment and
to be familiar with course conditions.
WARNING
ALTHOUGH MANY CATALOGS,
ADVERTISEMENTS AND ARTICLES
ABOUT BICYCLING DEPICT RIDERS
ENGAGED IN EXTREME RIDING, THIS
ACTIVITY IS EXTREMELY DANGEROUS,
INCREASES YOUR RISK OF INJURY
OR DEATH, AND INCREASES THE
SEVERITY OF ANY INJURY.
Remember that the action depicted is being
performed by professionals with many years of
training and experience.
Know your limits and always wear a helmet
and other appropriate safety gear. Even with
state-of-the-art protective safety gear, you could
be seriously injured or killed when jumping, stunt
riding, riding downhill at speed or in competition.
WARNING
Bicycles and bicycle parts have limitations
with regard to strength and integrity,
and this type of riding can exceed those
limitations or dramatically reduce the
length of their safe use.
(continued on next page...)
14
PART I
(continued from previous page...)
We recommend against this type of riding because of
the increased risks; but if you choose to take the risk,
at least:
• Take lessons from a competent instructor rst
• Start with easy learning exercises and slowly
develop your skills before trying more dicult or
dangerous riding.
• Use only designated areas for stunts, jumping,
racing or fast downhill riding
• Wear a full face helmet, safety pads and other
safety gear.
• Understand and recognize that the stresses
imposed on your bike by this kind of activity may
break or damage parts of the bicycle and void the
warranty.
• Take your bicycle to your dealer if anything
breaks or bends. Do not ride your bicycle when
any part is damaged.
If you ride downhill at speed, do stunt riding or
ride in competition, know the limits of your skill
and experience. Ultimately, avoiding injury is your
responsibility.
2.G - CHANGING
COMPONENTS OR
ADDING ACCESSORIES
There are many components and accessories available
to enhance the comfort, performance and appearance
of your bicycle. However, if you change components
or add accessories, you do so at your own risk. The
bicycle’s manufacturer may not have tested that
component or accessory for compatibility, reliability or
safety on your bicycle.
Before installing any component or accessory,
including a dierent size tire, make sure that it is
compatible with your bicycle by checking with your
dealer.
Be sure to read, understand and follow the
instructions that accompany the products
you purchase for your bicycle. See also
PART II, SECTION D. INSPECT FOR
SAFETY.
Be sure to read, understand and follow the instructions
that accompany the products you purchase for your
bicycle. See also PART II, SECTION D. INSPECT
FOR SAFETY.
WARNING
FAILURE TO CONFIRM
COMPATIBILITY, PROPERLY INSTALL,
OPERATE AND MAINTAIN ANY
COMPONENT OR ACCESSORY CAN
RESULT IN SERIOUS INJURY OR
DEATH.
WARNING
Changing the components on your bike
with other than genuine replacement parts
compromise the safety of your bicycle and may
void the warranty. Check with your dealer before
changing the components on your bike.
15
SECTION 3. FIT
NOTE: Correct t is an essential element of
bicycling safety, performance and comfort. Making
the adjustments to your bicycle which result in correct
t for your body and riding conditions requires
experience, skill and special tools. Always have your
dealer make the adjustments on your bicycle; or, if you
have the experience, skill and tools, have your dealer
check your work before riding.
WARNING
IF YOUR BICYCLE DOES NOT FIT
PROPERLY, YOU MAY LOSE CONTROL
AND FALL.
If your new bike doesn’t t, ask your dealer to
exchange it before you ride it.
3.A - STAND OVER HEIGHT
1. Diamond frame bicycles
Stand over height is the basic element of bike t (see
g. 2). It is the distance from the ground to the top
of the bicycle’s frame at that point where your crotch
is when straddling the bike. To check for correct
stand over height, straddle the bike while wearing the
kind of shoes in which you’ll be riding, and bounce
vigorously on your heels. If your crotch touches the
frame, the bike is too big for you. Don’t even ride the
bike around the block. A bike which you ride only on
paved surfaces and never take o-road should give you
a minimum stand over height clearance of two inches
(5 cm). A bike that you’ll ride on unpaved surfaces
should give you a minimum of three inches (7.5 cm)
of stand over height clearance. And a bike that you’ll
use o road should give you four inches (10 cm) or
more of clearance.
Figure 2. Stand Over Height
WARNING
IF YOU PLAN TO USE YOUR BIKE FOR
JUMPING OR STUNT RIDING, READ
SECTION 2.F AGAIN.
2. Step-through frame bicycles
Standover height does not apply to bicycles with
step-through frames. Instead, the limiting dimension
is determined by saddle height range. You must be
able to adjust your saddle position as described in 3.B.
SADDLE POSITION without exceeding the limits
set by the height of the top of the seat tube and the
”Minimum Insertion” or “Maximum Extension” mark
on the seat post.
16
PART I
3.B - SADDLE POSITION
Correct saddle adjustment is an important factor in
getting the most performance and comfort from your
bicycle. If the saddle position is not comfortable for
you, see your dealer.
The saddle can be adjusted in three directions:
1. Up and Down Adjustment
To check for correct saddle height (g. 3):
• Sit on the saddle;
• Place one heel on a pedal;
• Rotate the crank until the pedal with your heel
on it is in the down position and the crank arm is
parallel to the seat tube.
If your leg is not completely straight, your saddle
height needs to be adjusted. If your hips must rock
for the heel to reach the pedal, the saddle is too
high. If your leg is bent at the knee with your heel
on the pedal, the saddle is too low.
Figure 3. Saddle Position
Ask your dealer to set the saddle for your optimal
riding position and to show you how to make this
adjustment. If you choose to make your own saddle
height adjustment:
• loosentheseatpostclamp
• raiseorlowertheseatpostintheseattube
• makesurethesaddleisstraightforeandaft
• re-tightentheseatpostclamptothe
recommended torque (See manufacturer’s
instructions).
Once the saddle is at the correct height, make sure
that the seat post does not project from the frame
beyond its “Minimum Insertion” or “Maximum
Extension” mark (g. 4).
NOTE: Some bicycles have a sight hole in the seat
tube, the purpose of which is to make it easy to see
whether the seat post is inserted in the seat tube far
enough to be safe. If your bicycle has such a sight
hole, use it instead of the “Minimum Insertion” or
“Maximum Extension” mark to make sure the seat
post is inserted in the seat tube far enough to be visible
through the sight hole.
If your bike has an interrupted seat tube, as is the
case on some suspension bikes, you must also make
sure that the seat post is far enough into the frame
so that you can touch it through the bottom of the
interrupted seat tube with the tip of your nger
without inserting your nger beyond its rst knuckle.
Also see NOTE above and g. 5).
WARNING
If your seat post is not inserted in the seat
tube as described in B.1 above, the seat
post may break, which could cause you to
lose control and fall.
Figure 4. Minimum Insertion Mark
17
Figure 5. Interrupted Seat Tube
2. Front and Back Adjustment
The saddle can be adjusted forward or back to help
you get the optimal position on the bike. Ask your
dealer to set the saddle for your optimal riding position
and to show you how to make this adjustment.
If you choose to make your own front and back
adjustment, make sure that the clamp mechanism is
clamping on the straight part of the saddle rails and is
not touching the curved part of the rails, and that you
are using the recommended torque on the clamping
fastener(s) (See manufacturer’s instructions).
3. Saddle Angle Adjustment
Most people prefer a horizontal saddle; but some
riders like the saddle nose angled up or down just a
little. Your dealer can adjust saddle angle or teach you
how to do it.
If you choose to make your own saddle angle
adjustment and you have a single bolt saddle clamp
on your seat post, it is critical that you loosen the
clamp bolt suciently to allow any serrations on the
mechanism to disengage before changing the saddle’s
angle, and then that the serrations fully re-engage
before you tighten the clamp bolt to the recommended
torque (See manufacturer’s instructions).
NOTE: If your bicycle is equipped with a suspension
seat post, periodically ask your dealer to check it. Ask
your dealer for recommended service intervals for
your suspension seat post.
Small changes in saddle position can have a substantial
eect on performance and comfort. To nd your best
saddle position, make only one adjustment at a time.
WARNING
When making saddle angle adjustments with a
single bolt saddle clamp, always check to make
sure that the serrations on the mating surfaces of
the clamp are not worn. Worn serrations on the
clamp can allow the saddle to move, causing you
to lose control and fall.
Always tighten fasteners to the correct torque.
Bolts that are too tight can stretch and deform.
Bolts that are too loose can move and fatigue.
Either mistake can lead to a sudden failure of the
bolt, causing you to lose control and fall.
WARNING
After any saddle adjustment, be sure that the
saddle adjusting mechanism is properly tightened
before riding. A loose saddle clamp or seat post
binder can cause damage to the seat post, or can
cause you to lose control and fall.
A correctly tightened saddle adjusting mechanism
will allow no saddle movement in any direction.
Periodically check to make sure that the saddle
adjusting mechanism is properly tightened.
(continued on next page...)
18
PART I
(continued from previous page...)
If, in spite of carefully adjusting the saddle height,
tilt and fore-and-aft position, your saddle is still
uncomfortable, you may need a dierent saddle
design. Saddles, like people, come in many dierent
shapes, sizes and resilience. Your dealer can help you
select a saddle which, when correctly adjusted for your
body and riding style, will be comfortable.
WARNING
Some people have claimed that extended
riding with a saddle which is incorrectly
adjusted or which does not support your
pelvic area correctly can cause short-term
or long-term injury to nerves and blood
vessels, or even impotence.
If your saddle causes you pain, numbness or
other discomfort, listen to your body and stop
riding until you see your dealer about saddle
adjustment or a dierent saddle.
3.C - Handlebar Height And Angle
Your bike is equipped either with a “threadless” stem,
which clamps on to the outside of the steerer tube, or
with a “quill” stem, which clamps inside the steerer
tube by way of an expanding binder bolt. If you aren’t
absolutely sure which type of stem your bike has, ask
your dealer.
If your bike has a “threadless” stem (g 6), your dealer
may be able to change handlebar height by moving
height adjustment spacers from below the stem to
above the stem, or vice versa. Otherwise, you’ll
have to get a stem of dierent length or rise. Consult
your dealer. Do not attempt to do this yourself, as it
requires special knowledge.
If your bike has a “quill” stem (g 7), you can ask your
dealer to adjust the handlebar height a bit by adjusting
stem height.
A quill stem has an etched or stamped mark on
its shaft which designates the stem’s “Minimum
Insertion” or “Maximum Extension”. This mark must
not be visible above the headset.
WARNING
A QUILL STEM’S “MINIMUM
INSERTION MARK” MUST NOT BE
VISIBLE ABOVE THE TOP OF THE
HEADSET.
If the stem is extended beyond the minimum
insertion mark the stem may break or damage the
fork’s steerer tube, which could cause you to lose
control and fall.
19
WARNING
On some bicycles, changing the stem or stem
height can aect the tension of the front brake
cable, locking the front brake or creating excess
cable slack which can make the front brake
inoperable. If the front brake pads move in
towards the wheel rim or out away from the
wheel rim when the stem or stem height is
changed, the brakes must be correctly adjusted
before you ride the bicycle.
Some bicycles are equipped with an adjustable angle
stem. If your bicycle has an adjustable angle stem,
ask your dealer to show you how to adjust if. Do not
attempt to make the adjustment yourself, as changing
stem angle may also require adjustments to the
bicycle’s controls.
WARNING
Always tighten fasteners to the correct torque.
Bolts that are too tight can stretch and deform.
Bolts that are too loose can move and fatigue.
Either mistake can lead to a sudden failure of the
bolt, causing you to lose control and fall.
WARNING
AN INSUFFICIENTLY TIGHTENED
STEM BINDER BOLT, HANDLEBAR
BINDER BOLT OR BAR END
EXTENSION CLAMPING BOLT MAY
COMPROMISE STEERING ACTION,
WHICH COULD CAUSE YOU TO LOSE
CONTROL AND FALL.
Place the front wheel of the bicycle between
your legs and attempt to twist the handlebar/
stem assembly. If you can twist the stem in
relation to the front wheel, turn the handlebars
in relation to the stem, or turn the bar end
extensions in relation to the handlebar, the bolts
are insuciently tightened.
Your dealer can also change the angle of the
handlebar or bar end extensions.
3.D - Control Position Adjustments
The angle of the brake and shift control levers and
their position on the handlebars can be changed. Ask
your dealer to make the adjustments for you.
If you choose to make your own control lever angle
adjustment, be sure to re-tighten the clamp fasteners
to the recommended torque (See manufacturer’s
instructions).
3.E - Brake Reach
Many bikes have brake levers which can be adjusted
for reach. If you have small hands or nd it dicult to
squeeze the brake levers, your dealer can either adjust
the reach or t shorter reach brake levers.
WARNING
THE SHORTER THE BRAKE LEVER
REACH, THE MORE CRITICAL IT IS TO
HAVE CORRECTLY ADJUSTED BRAKES,
SO THAT FULL BRAKING POWER CAN
BE APPLIED WITHIN AVAILABLE BRAKE
LEVER TRAVEL.
Brake lever travel insucient to apply full braking
power can result in loss of control, which may
result in serious injury or death.
20
PART I
SECTION 4. TECH
It’s important to your safety, performance and
enjoyment to understand how things work on your
bicycle.
We urge you to ask your dealer how to do the things
described in this section before you attempt them
yourself, and that you have your dealer check your
work before you ride the bike.
If you have even the slightest doubt as to whether you
understand something in this section of the Manual,
talk to your dealer.
See also:
PART I “Coaster Brakes”
PART II, SECTION B., INTENDED USE
PART II, SECTION D., INSPECT FOR SAFETY
PART II, SECTION E., MAINTENANCE
4.A - Wheels
Bicycle wheels are designed to be removable for easier
transportation and for repair of a tire puncture. In
most cases, the wheel axles are inserted into slots,
called “dropouts” in the fork and frame, but some
suspension mountain bikes use what is called a
“through axle” wheel mounting system.
If you have a mountain bike equipped with
through axle front or rear wheels, make
sure that your dealer has given you the
manufacturer’s instructions, and follow those
when installing or removing a through axle
wheel. If you don’t know what a through axle
is, ask your dealer.
If you do not have a bicycle with a through-axle
mounting system, it will have wheel secured in one of
the following three ways:
• A hollow axle with a shaft (“skewer”) running
through it which has an adjustable tension nut on
one end and an over-center cam on the other (cam
action system, g.8a & 8b).
• A hollow axle with a shaft (“skewer”) running
through it which has a nut on one end and a
tting for a hex key, lock lever or other tightening
device on the other (through bolt, g. 9)
• Hex nuts or hex key bolts which are threaded on
to or into the hub axle (bolt-on wheel, g. 10)
WARNING
RIDING WITH AN IMPROPERLY
SECURED WHEEL CAN ALLOW THE
WHEEL TO WOBBLE OR FALL OFF THE
BICYCLE, OR SUDDENLY STOP THE
WHEEL, WHICH CAN CAUSE SERIOUS
INJURY OR DEATH. THEREFORE, IT IS
ESSENTIAL THAT YOU:
1. Ask your dealer to help you make sure you
know how to install and remove your wheels
safely.
2. Understand and apply the correct technique
for clamping your wheel in place.
3. Each time, before you ride the bike, check
that the wheel is securely clamped. The
clamping action of a correctly secured wheel
must emboss the surfaces of the dropouts.
Some bicycles are equipped with a quick release
lever and a disc brake. If the bicycle is ridden
with the lever incorrectly adjusted or open, and
the lever contacts the disc or wheel (next gure),
the front wheel could stop suddenly, causing
the rider to fall. Always make sure your wheels
are correctly attached, and the attachment
mechanisms closed and locked, before riding the
bicycle.
Quick Release
Lever
Brake Disc
21
Your bicycle may be equipped with a dierent securing method for the front wheel than for the rear wheel.
Discuss the wheel securing method for your bicycle with your dealer.
It is very important that you understand the type of wheel securing method on your bicycle, that you know how
to secure the wheels correctly, and that you know how to apply the correct clamping force that safely secures the
wheel.
Ask your dealer to instruct you in correct wheel removal and installation, and ask for the
manufacturer’s instructions.
22
PART I
1. Front Wheel Secondary Retention
Devices
Most bicycles have front forks which utilize a
secondary wheel retention device to reduce the risk
of the wheel disengaging from the fork if the wheel is
incorrectly secured. Secondary retention devices are
not a substitute for correctly securing your front wheel.
Secondary retention devices fall into two basic
categories:
a. The clip-on type is a part which the manufacturer
adds to the front wheel hub or front fork.
b. The integral type is molded, cast or machined into
the outer faces of the front fork dropouts.
Ask your dealer to explain the particular secondary
retention device on your bike.
WARNING
DO NOT REMOVE OR DISABLE THE
SECONDARY RETENTION DEVICE.
As its name implies, it serves as a back-up for a
critical adjustment. If the wheel is not secured
correctly, the secondary retention device can
reduce the risk of the wheel disengaging from
the fork. Removing or disabling the secondary
retention device may also void the warranty.
Secondary retention devices are not a substitute
for correctly securing your wheel. Failure to
properly secure the wheel can cause the wheel to
wobble or disengage, which could cause you to
loose control and fall, resulting in serious injury
or death.
2. Wheels with cam action systems
There are currently two types of over-center cam
wheel retention mechanisms: the traditional over-
center cam (g. 8a) and the cam-and-cup system (g.
8b). Both use an over-center cam action to clamp the
bike’s wheel in place. Your bicycle may have a cam-
and-cup front wheel retention system and a traditional
rear wheel cam action system.
a. Adjusting the traditional cam action
mechanism (g. 8a)
The wheel hub is clamped in place by the force of
the over-center cam pushing against one dropout
and pulling the tension adjusting nut, by way of the
skewer, against the other dropout. The amount of
clamping force is controlled by the tension adjusting
nut. Turning the tension adjusting nut clockwise
while keeping the cam lever from rotating increases
clamping force; turning it counterclockwise while
keeping the cam lever from rotating reduces clamping
force. Less than half a turn of the tension adjusting
nut can make the dierence between safe clamping
force and unsafe clamping force.
WARNING
THE FULL FORCE OF THE CAM ACTION
IS NEEDED TO CLAMP THE WHEEL
SECURELY.
Holding the nut with one hand and turning the
lever like a wing nut with the other hand until
everything is as tight as you can get it will not
clamp a cam action wheel safely in the dropouts.
See also WARNING on page 20.
23
b. Adjusting the cam-and-cup mechanism
(g. 8b)
The cam-and-cup system on your front wheel will
have been correctly adjusted for your bicycle by your
dealer. Ask your dealer to check the adjustment every
six months. Do not use a cam-and-cup front wheel on
any bicycle other than the one for which your dealer
adjusted it.
3. Removing And Installing Wheels
WARNING
IF YOUR BIKE IS EQUIPPED WITH A
HUB BRAKE SUCH AS A REAR COASTER
BRAKE, FRONT OR REAR DRUM, BAND
OR ROLLER BRAKE; OR IF IT HAS AN
INTERNAL GEAR REAR HUB, DO NOT
ATTEMPT TO REMOVE THE WHEEL.
The removal and re-installation of most hub
brakes and internal gear hubs requires special
knowledge. Incorrect removal or assembly can
result in brake or gear failure, which can cause
you to lose control and fall.
CAUTION
If your bike has a disc brake, exercise care in
touching the rotor or caliper. Disc rotors have
sharp edges, and both rotor and caliper can get
very hot during use.
a. Removing a disk brake or rim brake front
wheel
(1) If your bike has rim brakes, disengage the brake’s
quick-release mechanism to increase the clearance
between the tire and the brake pads (See Section
4.C g. 11 through 15).
(2) If your bike has cam action front wheel retention,
move the cam lever from the locked or CLOSED
position to the OPEN position (gs. 8a & b).
If your bike has through bolt or bolt-on front
wheel retention, loosen the fastener(s) a few turns
counter-clockwise using an appropriate wrench,
lock key or the integral lever.
(3) If your front fork has a clip-on type secondary
retention device, disengage it . If your front fork
has an integral secondary retention device, and a
traditional cam action system (g. 8a) loosen the
tension adjusting nut enough to allow removing
the wheel from the dropouts. If your front wheel
uses a cam-and-cup system, (g. 8b) squeeze the
cup and cam lever together while removing the
wheel. No rotation of any part is necessary with
the cam-and-cup system.
You may need to tap the top of the wheel with
the palm of your hand to release the wheel from
the front fork.
b. Installing a disk brake or rim brake front
wheel
CAUTION
If your bike is equipped with a front disk brake,
be careful not to damage the disk, caliper or
brake pads when re-inserting the disk into the
caliper. Never activate a disk brake’s control lever
unless the disk is correctly inserted in the caliper.
See also Section 4.C.
(1) If your bike has cam action front wheel retention,
move the cam lever so that it curves away from
the wheel (g. 8b). This is the OPEN position. If
your bike has through bolt or bolt-on front wheel
retention, go to the next step.
(continued on next page...)
24
PART I
(continued from previous page...)
(2) With the steering fork facing forward, insert the
wheelbetweentheforkbladessothattheaxle
seats firmly at the top of the fork dropouts. The
camlever,ifthereisone,shouldbeonrider’sleft
sideofthebicycle(g.8a&b).Ifyourbikehasa
clip-ontypesecondaryretentiondevice,engage
it.
(3) If you have a traditional cam action mechanism:
holding the cam lever in the ADJUST position
with your right hand, tighten the tension adjusting
nut with your left hand until it is nger tight
against the fork dropout (g. 8a). If you have a
cam-and-cup system: the nut and cup (g. 8b) will
have snapped into the recessed area of the fork
dropouts and no adjustment should be required.
(4) While pushing the wheel rmly to the top of the
slots in the fork dropouts, and at the same time
centering the wheel rim in the fork:
(a) With a cam action system, move the cam lever
upwards and swing it into the CLOSED position
(g. 8a & b). The lever should now be parallel to
the fork blade and curved toward the wheel. To
apply enough clamping force, you should have
to wrap your ngers around the fork blade for
leverage, and the lever should leave a clear imprint
in the palm of your hand.
(b) With a through-bolt or bolt-on system, tighten the
fasteners to the torque specications in Appendix
D or the hub manufacturer’s instructions.
NOTE:
If, on a traditional cam action system, the lever
cannot be pushed all the way to a position
parallel to the fork blade, return the lever to the
OPEN position. Then turn the tension adjusting
nut counterclockwise one-quarter turn and try
tightening the lever again.
(6) With a through-bolt or bolt-on system, tighten the
fasteners to the torque specications in “PART II
Tightening Torques” or the hub manufacturer’s
instructions.
WARNING
SECURELY CLAMPING THE WHEEL
WITH A CAM ACTION RETENTION
DEVICE TAKES CONSIDERABLE
FORCE.
If you can fully close the cam lever without
wrapping your ngers around the fork blade for
leverage, the lever does not leave a clear imprint
in the palm of your hand, and the serrations on
the wheel fastener do not emboss the surfaces of
the dropouts, the tension is insucient. Open the
lever; turn the tension adjusting nut clockwise a
quarter turn; then try again.
See also WARNING on page 20.
(6) If you disengaged the brake quick-release
mechanism in 3. a. (1) above, re-engage it to
restore correct brake pad-to-rim clearance.
(7) Spin the wheel to make sure that it is centered in
the frame and clears the brake pads; then squeeze
the brake lever and make sure that the brakes are
operating correctly.
c. Removing a disk brake or rim brake rear wheel
(1) If you have a multi-speed bike with a derailleur
gear system: shift the rear derailleur to high gear
(the smallest, outermost rear sprocket).
If you have an internal gear rear hub, consult
your dealer or the hub manufacturer’s instructions
before attempting to remove the rear wheel.
If you have a single-speed bike with rim or disk
brake, go to step (4) below.
(2) If your bike has rim brakes, disengage the brake’s
quick-release mechanism to increase the clearance
between the wheel rim and the brake pads (see
Section 4.C, gs. 11 through 15).
25
(3) On a derailleur gear system, pull the derailleur
body back with your right hand.
(4) With a cam action mechanism, move the quick-
release lever to the OPEN position (g. 8b). With
a through bolt or bolt on mechanism, loosen the
fastener(s) with an appropriate wrench, lock lever
or integral lever; then push the wheel forward far
enough to be able to remove the chain from the
rear sprocket.
(5) Lift the rear wheel o the ground a few inches
and remove it from the rear dropouts.
d. Installing a disk brake or rim brake rear
wheel
CAUTION
If your bike is equipped with a rear disk brake, be
careful not to damage the disk, caliper or brake
pads when re-inserting the disk into the caliper.
Never activate a disk brake’s control lever unless
the disk is correctly inserted in the caliper.
(1) With a cam action system, move the cam lever to
the OPEN position (see g. 8 a & b). The lever
should be on the side of the wheel opposite the
derailleur and freewheel sprockets.
(2) On a derailleur bike, make sure that the rear
derailleur is still in its outermost, high gear,
position; then pull the derailleur body back with
your right hand. Put the chain on top of the
smallest freewheel sprocket.
(3) On single-speed, remove the chain from the front
sprocket, so that you have plenty of slack in the
chain. Put the chain on the rear wheel sprocket.
(4) Then, insert the wheel into the frame dropouts
and pull it all the way in to the dropouts.
(5) On a single speed or an internal gear hub, replace
the chain on the chainring; pull the wheel back in
the dropouts so that it is straight in the frame and
the chain has about 1/4 inches of up-and-down
play.
(6) With a cam action system, move the cam lever
upwards and swing it into the CLOSED position
(g. 8 a & b). The lever should now be parallel
to the seat stay or chain stay and curved toward
the wheel. To apply enough clamping force, you
should have to wrap your ngers around the seat
stay or chainstay for leverage, and the lever should
leave a clear imprint in the palm of your hand.
(7) With a through-bolt or bolt-on system, tighten the
fasteners to the torque specications in PART II
“Tightening Torques” or the hub manufacturer’s
instructions.
NOTE:
If, on a traditional cam action system, the lever
cannot be pushed all the way to a position parallel
to the seat stay or chain stay, return the lever
to the OPEN position. Then turn the tension
adjusting nut counterclockwise one-quarter turn
and try tightening the lever again.
WARNING
SECURELY CLAMPING THE WHEEL
WITH A CAM ACTION RETENTION
DEVICE TAKES CONSIDERABLE
FORCE.
If you can fully close the cam lever without
wrapping your ngers around the seat stay or
chain stay for leverage, the lever does not leave
a clear imprint in the palm of your hand, and
the serrations on the wheel fastener do not
emboss the surfaces of the dropouts, the tension
is insucient. Open the lever; turn the tension
adjusting nut clockwise a quarter turn; then try
again.
See also WARNING on page 20.
26
PART I
(continued from previous page...)
(
8) If you disengaged the brake quick-release
mechanism in 3. c. (2) above, re-engage it to
restore correct brake pad-to-rim clearance.
(9) Spin the wheel to make sure that it is centered in
the frame and clears the brake pads; then squeeze
the brake lever and make sure that the brakes are
operating correctly.
4.B. SEAT POST CAM
ACTION CLAMP
Some bikes are equipped with a cam action seat post
binder. The seat post cam action binder works exactly
like the traditional wheel cam action fastener (Section
4.A.2) While a cam action binder looks like a long
bolt with a lever on one end and a nut on the other,
the binder uses an over-center cam action to rmly
clamp the seat post (see g. 8a).
WARNING
Riding with an improperly tightened seat post can
allow the saddle to turn or move and cause you to
lose control and fall. Therefore:
1. Ask your dealer to help you make sure you
know how to correctly clamp your seat post.
2. Understand and apply the correct technique
for clamping your seat post.
3. Before you ride the bike, rst check that the
seat post is securely clamped.
Adjusting The Seat Post Cam Action
Mechanism
The action of the cam squeezes the seat collar
around the seat post to hold the seat post securely in
place. The amount of clamping force is controlled
by the tension adjusting nut. Turning the tension
adjusting nut clockwise while keeping the cam lever
from rotating increases clamping force; turning it
counterclockwise while keeping the cam lever from
rotating reduces clamping force. Less than half a turn
of the tension adjusting nut can make the dierence
between safe and unsafe clamping force.
WARNING
THE FULL FORCE OF THE CAM ACTION
IS NEEDED TO CLAMP THE SEAT POST
SECURELY.
Holding the nut with one hand and turning the
lever like a wing nut with the other hand until
everything is as tight as you can get it will not
clamp the seat post safely.
WARNING
If you can fully close the cam lever without
wrapping your ngers around the seat post or a
frame tube for leverage, and the lever does not
leave a clear imprint in the palm of your hand,
the tension is insucient. Open the lever; turn
the tension adjusting nut clockwise a quarter turn;
then try again.
27
4.C - BRAKES
There are three general types of bicycle brakes: rim
brakes, which operate by squeezing the wheel rim
between two brake pads; disc brakes, which operate
by squeezing a hub-mounted disc between two
brake pads; and internal hub brakes. All three can
be operated by way of a handlebar mounted lever.
On some models of bicycle, the internal hub brake
is operated by pedaling backwards. This is called a
Coaster Brake and is described in “Coaster Brakes” in
this section.
WARNING
1. Riding with improperly adjusted brakes or worn
brake pads, or wheel on which the rim wear mark is
visible is dangerous and can result in serious injury
or death.
2. Applying brakes too hard or too suddenly can lock
up a wheel, which could cause you to lose control
and fall. Sudden or excessive application of the front
brake may pitch the rider over the handlebars, which
may result in serious injury or death.
3. Some bicycle brakes, such as disc brakes (g.
11) and linear-pull brakes (g.12), Are extremely
powerful. Take extra care in becoming familiar with
these brakes and exercise particular care when using
them.
4. Some bicycle brakes are equipped with a brake
force modulator, a small, cylindrical device through
which the brake control cable runs and which is
designed to provide a more progressive application
of braking force. A modulator makes the initial brake
lever force more gentle, progressively increasing
force until full force is achieved. If your bike is
equipped with a brake force modulator, take extra
care in becoming familiar with its performance
characteristics.
5. Disc brakes can get extremely hot with extended
use. Be careful not to touch a disc brake until it has
had plenty of time to cool.
6. See the brake manufacturer’s instructions for
installation, operation and care of your brakes. If
you do not have the manufacturer’s instructions, see
your dealer or contact the brake manufacturer.
7. If replacing worn or damaged parts, use only
manufacturer approved genuine replacement parts
1. Brake Controls And Features
It’s very important to your safety that you learn and
remember which brake lever controls which brake on
your bike.
Traditionally, in the U.S. the right brake lever controls
the rear brake and the left brake lever controls the
front brake; but, to check how your bike’s brakes are
set up, squeeze one brake lever and look to see which
brake, front or rear, engages. Now do the same with
the other brake lever.
Make sure that your hands can reach and squeeze
the brake levers comfortably. If your hands are too
small to operate the levers comfortably, consult your
dealer before riding the bike. The lever reach may be
adjustable; or you may need a dierent brake lever
design.
Most rim brakes have some form of quick-release
mechanism to allow the brake pads to clear the tire
when a wheel is removed or reinstalled. When the
brake quick release is in the open position, the brakes
are inoperative. Ask your dealer to make sure that you
understand the way the brake quick release works on
your bike (see gs. 12, 13. 14 & 15) and check each
time to make sure both brakes work correctly before
you get on the bike.
2. How Brakes Work
The braking action of a bicycle is a function of the
friction between the brake surfaces — usually the
brake pads and the wheel rim. To make sure that you
have maximum friction available, keep your wheel
rims and brake pads clean and free of dirt, lubricants,
waxes or polishes.
(continued on next page...)
28
PART I
(continued from previous page...)
Brakes are designed to control your speed, not just to
stop the bike. Maximum braking force for each wheel
occurs at the point just before the wheel “locks up”
(stops rotating) and starts to skid. Once the tire skids,
you actually lose most of your stopping force and all
directional control. You need to practice slowing and
stopping smoothly without locking up a wheel. The
technique is called progressive brake modulation.
Instead of jerking the brake lever to the position where
you think you’ll generate appropriate braking force,
squeeze the lever, progressively increasing the braking
force. If you feel the wheel begin to lock up, release
pressure just a little to keep the wheel rotating just
short of lockup.
It’s important to develop a feel for the amount of
brake lever pressure required for each wheel at
dierent speeds and on dierent surfaces. To better
understand this, experiment a little by walking your
bike and applying dierent amounts of pressure to
each brake lever, until the wheel locks.
When you apply one or both brakes, the bike begins to
slow, but your body wants to continue at the speed at
which it was going. This causes a transfer of weight to
the front wheel (or, under heavy braking, around the
front wheel hub, which could send you ying over the
handlebars).
A wheel with more weight on it will accept greater
brake pressure before lockup; a wheel with less weight
will lock up with less brake pressure. So, as you apply
brakes and your weight is transferred forward, you
need to shift your body toward the rear of the bike, to
transfer weight back on to the rear wheel; and at the
same time, you need to both decrease rear braking
and increase front braking force. This is even more
important on descents, because descents shift weight
forward.
Two keys to eective speed control and safe stopping
are controlling wheel lockup and weight transfer. This
weight transfer is even more pronounced if your bike
has a front suspension fork. Front suspension “dips”
under braking, increasing the weight transfer (see also
SECTION 4.F). Practice braking and weight transfer
techniques where there is no trac or other hazards
and distractions.
Everything changes when you ride on loose surfaces or
in wet weather. Tire adhesion is reduced, so the wheels
have less cornering and braking traction and can lock
up with less brake force. Moisture or dirt on the brake
pads reduces their ability to grip. The way to maintain
control on loose or wet surfaces is to go more slowly.
More info:
ROAD BIKES: DISC BRAKES
Now, go to PART II of this manual
and read “Understanding Disc Brakes
on Road Bikes”
29
Figure 11.
Figure 12.
Figure 13.
Figure 14.
Figure 15.
OPEN
OPEN
OPEN
PUSH
30
PART I
COASTER BRAKES
1. How the coaster brake works
The coaster brake is a sealed mechanism which is a part of the bicycle’s rear wheel hub. The brake is activated
by reversing the rotation of the pedal cranks (indicated by arrow above). Start with the pedal cranks in a nearly
horizontal position, with the front pedal in about the 4 o’clock position, and apply downward foot pressure on the
pedal that is to the rear. About 1/8 turn rotation will activate the brake. The more downward pressure you apply,
the more braking force, up to the point where the rear wheel stops rotating and begins to skid.
WARNING
Before riding, make sure that the brake is working properly. If it is not working properly, have the bicycle
checked by your dealer before you ride it.
WARNING
If your bike has only a coaster brake, ride conservatively. A single rear brake does not have the stopping
power of front-and-rear brake systems.
2. Adjusting your coaster brake
Coaster brake service and adjustment requires special tools and special knowledge. Do not attempt to
disassemble or service your coaster brake. Take the bicycle to your dealer for coaster brake service.
31
4.D - SHIFTING GEARS
Your multi-speed bicycle will have a derailleur
drivetrain (see 1. below), an internal gear hub
drivetrain (see 2. below) or, in some special cases, a
combination of the two.
1. How a derailleur drivetrain works
If your bicycle has a derailleur drivetrain, the gear-
changing mechanism will have:
• a rear cassette or freewheel sprocket cluster
• a rear derailleur
• usually a front derailleur
• one or two shifters
• one, two or three front sprockets called chainrings
• a drive chain
a. Shifting Gears
There are several dierent types and styles of shifting
controls: levers, twist grips, triggers, combination shift/
brake controls, push-buttons, and so on. Ask your
dealer to explain the type of shifting controls that are
on your bike, and to show you how they work.
The vocabulary of shifting can be pretty confusing.
A downshift is a shift to a “lower” or “slower” gear,
one which is easier to pedal. An upshift is a shift to
a “higher” or “faster”, harder to pedal gear. What’s
confusing is that what’s happening at the front
derailleur is the opposite of what’s happening at the
rear derailleur (for details, read the instructions on
Shifting the Rear Derailleur and Shifting the Front
Derailleur below).
For example, you can select a gear which will make
pedaling easier on a hill (make a downshift) in one
of two ways: shift the chain down the gear “steps” to
a smaller gear at the front, or up the gear “steps” to
a larger gear at the rear. So, at the rear gear cluster,
what is called a downshift looks like an upshift. The
way to keep things straight is to remember that shifting
the chain in towards the centerline of the bike is for
accelerating and climbing and is called a downshift.
Moving the chain out or away from the centerline of
the bike is for speed and is called an upshift.
Whether upshifting or downshifting, the bicycle
derailleur system design requires that the drive chain
be moving forward and be under at least some tension.
A derailleur will shift only if you are pedaling forward.
CAUTION
Never move the shifter while pedaling backward,
nor pedal backwards immediately after having
moved the shifter. This could jam the chain and
cause serious damage to the bicycle.
b. Shifting the Rear Derailleur
The rear derailleur is controlled by the right shifter.
The function of the rear derailleur is to move the drive
chain from one gear sprocket to another. The smaller
sprockets on the gear cluster produce higher gear
ratios. Pedaling in the higher gears requires greater
pedaling eort, but takes you a greater distance with
each revolution of the pedal cranks. The larger
sprockets produce lower gear ratios. Using them
requires less pedaling eort, but takes you a shorter
distance with each pedal crank revolution. Moving
the chain from a smaller sprocket of the gear cluster
to a larger sprocket results in a downshift. Moving
the chain from a larger sprocket to a smaller sprocket
results in an upshift. In order for the derailleur to
move the chain from one sprocket to another, the rider
must be pedaling forward.
c. Shifting the Front Derailleur:
The front derailleur, which is controlled by the left
shifter, shifts the chain between the larger and smaller
chainrings. Shifting the chain onto a smaller chainring
makes pedaling easier (a downshift). Shifting to a
larger chainring makes pedaling harder (an upshift).
32
PART I
d. Which gear should I be in?
The combination of largest rear and smallest front
gears (g. 16) is for the steepest hills. The smallest
rear and largest front combination is for the greatest
speed. It is not necessary to shift gears in sequence.
Instead, nd the “starting gear” which is right for
your level of ability — a gear which is hard enough
for quick acceleration but easy enough to let you start
from a stop without wobbling — and experiment
with upshifting and downshifting to get a feel for the
dierent gear combinations. At rst, practice shifting
where there are no obstacles, hazards or other trac,
until you’ve built up your condence. Learn not to
use either the “smallest-to-smallest or “largest-to-
largest” gera combinations because they can cause
unacceptable stress on the drive change. Learn to
anticipate the need to shift, and shift to a lower gear
before the hill gets too steep. If you have diculties
with shifting, the problem could be mechanical
adjustment. See your dealer for help.
A
B
1
2
3
4
5
Figure 16.
A. Hills
1. Smallest front
2. Chain
3. Largest rear
B. Greatest Speed
4. Largest front
5. Smallest rear
WARNING
NEVER SHIFT A DERAILLEUR ONTO
THE LARGEST OR THE SMALLEST
SPROCKET IF THE DERAILLEUR IS
NOT SHIFTING SMOOTHLY.
The derailleur may be out of adjustment and the
chain could jam, causing you to lose control and
fall.
e. What if it won’t shift gears?
If moving the shift control one click repeatedly fails
to result in a smooth shift to the next gear chances are
that the mechanism is out of adjustment. Take the
bike to your dealer to have it adjusted.
2. How an internal gear hub
drivetrain works
If your bicycle has an internal gear hub drivetrain, the
gear changing mechanism will consist of:
• a 3, 5, 7, 8, 12 speed or possibly an innitely
variable internal gear hub
• one, or sometimes two shifters
• one or two control cables
• one front sprocket called a chainring
• a drive chain
a. Shifting internal gear hub gears
Shifting with an internal gear hub drivetrain is simply
a matter of moving the shifter to the indicated position
for the desired gear. After you have moved the shifter
to the gear position of your choice, ease the pressure
on the pedals for an instant to allow the hub to
complete the shift.
b. Which gear should I be in?
The numerically lowest gear (1) is for the steepest hills.
The numerically largest gear is for the greatest speed.
33
Shifting from an easier, “slower” gear (like 1) to a
harder, “faster” gear (like 2 or 3) is called an upshift.
Shifting from a harder, “faster” gear to an easier,
“slower” gear is called a downshift. It is not necessary
to shift gears in sequence. Instead, nd the “starting
gear” for the conditions — a gear which is hard
enough for quick acceleration but easy enough to
let you start from a stop without wobbling — and
experiment with upshifting and downshifting to get
a feel for the dierent gears. At rst, practice shifting
where there are no obstacles, hazards or other trac,
until you’ve built up your condence. Learn to
anticipate the need to shift, and shift to a lower gear
before the hill gets too steep. If you have diculties
with shifting, the problem could be mechanical
adjustment. See your dealer for help.
c. What if it won’t shift gears?
If moving the shift control one click repeatedly fails
to result in a smooth shift to the next gear chances are
that the mechanism is out of adjustment. Take the
bike to your dealer to have it adjusted.
4.E - PEDALS
1. Toe Overlap is when your toe can touch the front
wheel when you turn the handlebars to steer while
a pedal is in the forwardmost position. This is
common on small-framed bicycles, and is avoided
by keeping the inside pedal up and the outside
pedal down when making sharp turns. This
technique will also prevent the inside pedal from
striking the ground in a turn.
WARNING
TOE OVERLAP COULD CAUSE YOU TO
LOSE CONTROL AND FALL. ASK YOUR
DEALER TO HELP YOU DETERMINE IF
THE COMBINATION OF FRAME SIZE,
CRANK ARM LENGTH, PEDAL DESIGN
AND SHOES YOU WILL USE RESULTS IN
PEDAL OVERLAP.
Whether you have overlap or not, you must keep
the inside pedal up and the outside pedal down
when making sharp turns.
2. Some bicycles come equipped with pedals that
have sharp and potentially dangerous surfaces.
These surfaces are designed to add safety by
increasing grip between the rider’s shoe and the
pedal. If your bicycle has this type of high-
performance pedal, you must take extra care
to avoid serious injury from the pedals’ sharp
surfaces. Based on your riding style or skill level,
you may prefer a less aggressive pedal design, or
chose to ride with shin pads. Your dealer can show
you a number of options and make suitable
recommendations.
3. Toeclips and straps are a means to keep feet
correctly positioned and engaged with the pedals.
The toeclip positions the ball of the foot over the
pedal spindle, which gives maximum pedaling
power. The toe strap, when tightened, keeps the
foot engaged throughout the rotation cycle of the
pedal. While toeclips and straps give some benet
with any kind of shoe, they work most eectively
with cycling shoes designed for use with toeclips.
Your dealer can explain how toeclips and straps
work. Shoes with deep treaded soles or welts
which might allow the foot to be trapped should
not be used with toeclips and straps.
WARNING
GETTING INTO AND OUT OF PEDALS
WITH TOECLIPS AND STRAPS
REQUIRES SKILL WHICH CAN ONLY BE
ACQUIRED WITH PRACTICE.
Until it becomes a reex action, the technique
requires concentration which can distract your
attention and cause you to lose control and fall.
Practice the use of toeclips and straps where there
are no obstacles, hazards or trac. Keep the
straps loose, and don’t tighten them until your
technique and condence in getting in and out of
the pedals warrants it. Never ride in trac with
your toe straps tight.
4. Clipless pedals (sometimes called “step-in pedals”)
are another means to keep feet securely in the
correct position for maximum pedaling eciency.
They have a plate, called a “cleat,” on the sole of
the shoe, which clicks into a mating spring-loaded
xture on the pedal.
(continued on next page...)
34
PART I
(continued from previous page...)
They only engage or disengage with a very specic
motion which must be practiced until it becomes
instinctive. Clipless pedals require shoes and cleats
which are compatible with the make and model
pedal being used.
Many clipless pedals are designed to allow the rider
to adjust the amount of force needed to engage or
disengage the foot. Follow the pedal manufacturer’s
instructions, or ask your dealer to show you how to
make this adjustment. Use the easiest setting until
engaging and disengaging becomes a reex action,
but always make sure that there is sucient tension
to prevent unintended release of your foot from the
pedal.
WARNING
CLIPLESS PEDALS ARE INTENDED FOR
USE WITH SHOES SPECIFICALLY MADE
TO FIT THEM AND ARE DESIGNED TO
FIRMLY KEEP THE FOOT ENGAGED
WITH THE PEDAL.
DO NOT USE SHOES WHICH DO NOT
ENGAGE THE PEDALS CORRECTLY.
Practice is required to learn to engage and disengage
the foot safely. Until engaging and disengaging the
foot becomes a reex action, the technique requires
concentration which can distract your attention and
cause you to lose control and fall. Practice engaging
and disengaging clipless pedals in a place where there
are no obstacles, hazards or trac; and be sure to
follow the pedal manufacturer’s setup and service
instructions. If you do not have the manufacturer’s
instructions, see your dealer or contact the
manufacturer.
4.F - BICYCLE SUSPENSION
Many bicycles are equipped with suspension systems.
There are many dierent types of suspension systems
— too many to deal with individually in this Manual.
If your bicycle has a suspension system of any kind, be
sure to read and follow the suspension manufacturer’s
setup and service instructions. If you do not have the
manufacturer’s instructions, see your dealer or contact
the manufacturer.
WARNING
FAILURE TO MAINTAIN, CHECK AND
PROPERLY ADJUST THE SUSPENSION
SYSTEM MAY RESULT IN SUSPENSION
MALFUNCTION, WHICH MAY CAUSE
YOU TO LOSE CONTROL AND FALL.
If your bike has suspension, the increased speed you
may develop also increases your risk of injury. For
example, when braking, the front of a suspended bike
dips. You could lose control and fall if you do not have
experience with this system. Learn to handle your
suspension system safely. See also SECTION 4.C.
WARNING
CHANGING SUSPENSION ADJUSTMENT
CAN CHANGE THE HANDLING AND
BRAKING CHARACTERISTICS OF YOUR
BICYCLE.
Never change suspension adjustment unless
you are thoroughly familiar with the suspension
system manufacturer’s instructions and
recommendations, and always check for changes
in the handling and braking characteristics of the
bicycle after a suspension adjustment by taking a
careful test ride in a hazard-free area.
35
Suspension can increase control and comfort by
allowing the wheels to better follow the terrain. This
enhanced capability may allow you to ride faster; but
you must not confuse the enhanced capabilities of the
bicycle with your own capabilities as a rider. Increasing
your skill will take time and practice. Proceed
carefully until you have learned to handle the full
capabilities of your bike.
WARNING
Not all bicycles can be safely retrotted with some
types of suspension systems. Before retrotting
a bicycle with any suspension, check with the
bicycle’s manufacturer to make sure that what you
want to do is compatible with the bicycle’s design.
Failing to do so can result in catastrophic frame
failure.
4.G TIRES AND TUBES
1. Tires
Bicycle tires are available in many designs and
specications, ranging from general-purpose designs
to tires designed to perform best under very specic
weather or terrain conditions. If, once you’ve gained
experience with your new bike, you feel that a dierent
tire might better suit your riding needs, your dealer
can help you select the most appropriate design.
The size, pressure rating, and on some high-
performance tires the specic recommended use,
are marked on the sidewall of the tire (see g.
17). The part of this information which is most
important to you is Tire Pressure. But some wheel rim
manufacturers also specify maximum tire pressure
with a label on the rim.
WARNING
NEVER INFLATE A TIRE BEYOND THE
MAXIMUM PRESSURE MARKED ON
THE TIRE’S SIDEWALL OR THE WHEEL
RIM.
If the maximum pressure rating for the wheel rim
is lower than the maximum pressure shown on
the tire, always use the lower rating. Exceeding
the recommended maximum pressure may blow
the tire o the rim or damage the wheel rim,
which could cause damage to the bike and injury
to the rider and bystanders.
Figure 17.
The best and safest way to inate a bicycle tire to the
correct pressure is with a bicycle pump which has a
built-in pressure gauge.
(continued on next page...)
36
PART I
(continued from previous page...)
WARNING
THERE IS A SAFETY RISK IN USING GAS
STATION AIR HOSES OR OTHER AIR
COMPRESSORS.
They are not made for bicycle tires. They move
a large volume of air very rapidly, and will raise
the pressure in your tire very rapidly, which could
cause the tube to explode.
Tire pressure is given either as maximum pressure
or as a pressure range. How a tire performs under
dierent terrain or weather conditions depends largely
on tire pressure. Inating the tire to near its maximum
recommended pressure gives the lowest rolling
resistance; but also produces the harshest ride. High
pressures work best on smooth, dry pavement.
Very low pressures, at the bottom of the
recommended pressure range, give the best
performance on smooth, slick terrain such as hard-
packed clay, and on deep, loose surfaces such as deep,
dry sand.
Tire pressure that is too low for your weight and the
riding conditions can cause a puncture of the tube by
allowing the tire to deform suciently to pinch the
inner tube between the rim and the riding surface.
CAUTION
Pencil type automotive tire gauges can be
inaccurate and should not be relied upon for
consistent, accurate pressure readings. Instead,
use a high quality dial gauge.
Ask your dealer to recommend the best tire pressure
for the kind of riding you will most often do, and have
the dealer inate your tires to that pressure. Then,
check ination as described in SECTION 1.C so
you’ll know how correctly inated tires should look
and feel when you don’t have access to a gauge.
Some tires may need to be brought up
to pressure every week or two. So, it is
important to check your tire pressures before
every ride.
Some special high-performance tires have
unidirectional treads: their tread pattern is designed
to work better in one direction than in the other. The
sidewall marking of a unidirectional tire will have an
arrow showing the correct rotation direction. If your
bike has unidirectional tires, be sure that they are
mounted to rotate in the correct direction.
37
2. Tire Valves
There are primarily two kinds of bicycle tube valves:
The Schrader Valve and the Presta Valve. The bicycle
pump you use must have the tting appropriate to the
valve stems on your bicycle.
The Schrader valve (g. 18) is like the valve on a car
tire. To inate a Schrader valve tube, remove the
valve cap and clamp the pump tting onto the end
of the valve stem. To let air out of a Schrader valve,
depress the pin in the end of the valve stem with the
end of a key or other appropriate object.
The Presta valve (g. 18) has a narrower diameter and
is only found on bicycle tires. To inate a Presta valve
tube using a Presta headed bicycle pump, remove the
valve cap; unscrew (counterclockwise) the valve stem
lock nut; and push down on the valve stem to free it
up. Then push the pump head on to the valve head,
and inate. To inate a Presta valve with a Schrader
pump tting, you’ll need a Presta adapter (available at
your bike shop) which screws on to the valve stem once
you’ve freed up the valve. The adapter ts into the
Schrader pump tting. Close the valve after ination.
To let air out of a Presta valve, open up the valve stem
lock nut and depress the valve stem.
Figure 18.
WARNING
We highly recommend that you carry a spare
inner tube when you ride your bike.
PATCHING A TUBE IS AN EMERGENCY
REPAIR.
If you do not apply the patch correctly or apply
several patches, the tube can fail, resulting in
possible tube failure, which could cause you to
loose control and fall. Replace a patched tube as
soon as possible.
Schrader valve
Presta valve
Valve Stem
Locknut
38
PART I
SECTION 5. SERVICE
WARNING
TECHNOLOGICAL ADVANCES HAVE
MADE BICYCLES AND BICYCLE
COMPONENTS MORE COMPLEX,
AND THE PACE OF INNOVATION IS
INCREASING.
IT IS IMPOSSIBLE FOR THIS MANUAL
TO PROVIDE ALL THE INFORMATION
REQUIRED TO PROPERLY REPAIR
AND/OR MAINTAIN YOUR BICYCLE.
In order to help minimize the chances of an
accident and possible injury, it is critical that you
have any repair or maintenance which is not
specically described in this manual performed
by your dealer. Equally important is that your
individual maintenance requirements will be
determined by everything from your riding style
to geographic location.
Consult your dealer for help in
determining your maintenance
requirements.
WARNING
MANY BICYCLE SERVICE AND REPAIR
TASKS REQUIRE SPECIAL KNOWLEDGE
AND TOOLS.
Do not begin any adjustments or service on
your bicycle until you have learned from your
dealer how to properly complete them. Improper
adjustment or service may result in damage to the
bicycle or in an accident which can cause serious
injury or death.
If you want to learn to do major service and repair
work on your bike, you have three options:
1. Ask your dealer for copies of the manufacturer’s
installation and service instructions for the
componentsonyourbike,orcontactthe
component manufacturer.
2.Askyourdealertorecommendabookonbicycle
repair.
3. Askyourdealerabouttheavailabilityofbicycle
repair courses in your area.
We recommend that you ask your dealer
to check the quality of your work the rst
time you work on something and before
you ride the bike, just to make sure that
you did everything correctly. Since that
will require the time of a mechanic, there
may be a modest charge for this service.
We also recommend that you ask your
dealer for guidance on what spare
parts, such as inner tubes, light bulbs,
etc. it would be appropriate for you
to have once you have learned how to
replace such parts when they require
replacement.
39
5.A - SERVICE INTERVALS
Some service and maintenance can and should be
performed by the owner, and require no special tools
or knowledge beyond what is presented in this manual.
The following are examples of the type of service
you should perform yourself. All other service,
maintenance and repair should be performed in
a properly equipped facility by a qualied bicycle
mechanic using the correct tools and procedures
specied by the manufacturer.
1. BREAK-IN PERIOD: Your bike will last longer
and work better if you break it in before riding
it hard. Control cables and wheel spokes may
stretch or “seat” when a new bike is rst used
and may require readjustment by your dealer.
Your Mechanical Safety Check (SECTION
1.C) will help you identify some things that need
readjustment. But even if everything seems ne to
you, it’s best to take your bike back to the dealer
for a checkup.
Dealers typically suggest you bring the
bike in for a 30 day checkup.
Another way to judge when it’s time for the rst
checkup is to bring the bike in after three to ve
hours of hard o-road use, or about 10 to 15
hours of on-road or more casual o-road use. But
if you think something is wrong with the bike,
take it to your dealer before riding it again.
2. BEFORE EVERY RIDE: Mechanical Safety
Check (SECTION 1.C)
3. AFTER EVERY LONG OR HARD RIDE: If
the bike has been exposed to water or grit; or at
least every 100 miles: Clean the bike and lightly
lubricate the chain’s rollers with a good quality
bicycle chain lubricant. Wipe o excess lubricant
with a lint-free cloth. Lubrication is a function
of climate. Talk to your dealer about the best
lubricants and the recommended lubrication
frequency for your area.
4. AFTER EVERY LONG OR HARD RIDE
OR AFTER EVERY 10 TO 20 HOURS OF
RIDING:
• Squeeze the front brake and rock the bike forward
and back. Everything feel solid? If you feel a clunk
with each forward or backward movement of the
bike, you probably have a loose headset. Have
your dealer check it.
• Lift the front wheel o the ground and swing it
from side to side. Feel smooth? If you feel any
binding or roughness in the steering, you may
have a tight headset. Have your dealer check it.
• Grab one pedal and rock it toward and away from
the center line of the bike; then do the same with
the other pedal. Anything feel loose? If so, have
your dealer check it.
• Take a look at the brake pads. Starting to look
worn or not hitting the wheel rim squarely? Time
to have the dealer adjust or replace them.
• Carefully check the control cables and cable
housings. Any rust? Kinks? Fraying? If so, have
your dealer replace them.
• Squeeze each adjoining pair of spokes on either
side of each wheel between your thumb and index
nger. Do they all feel about the same? If any feel
loose, have your dealer check the wheel for tension
and trueness.
• Check the tires for excess wear, cuts or bruises.
Have your dealer replace them if necessary.
• Check the wheel rims for excess wear, dings, dents,
and scratches. Consult your dealer if you see any
rim damage.
• Check to make sure that all parts and accessories
are still secure, and tighten any which are not.
(continued on next page...)
40
PART I
(continued from previous page...)
• Check the frame, particularly in the area around
all tube joints; the handlebars; the stem; and
the seatpost for any deep scratches, cracks or
discoloration. These are signs of stress-caused
fatigue and indicate that a part is at the end of
its useful life and needs to be replaced. See also
PART II, SECTION D. INSPECT FOR
SAFETY.
5. AS REQUIRED: If either brake lever fails the
Mechanical Safety Check (SECTION 1.C), don’t
ride the bike. Have your dealer check the brakes.
If the chain won’t shift smoothly and quietly from
gear to gear, the derailleur is out of adjustment.
See your dealer.
6. EVERY 25 (HARD OFF-ROAD) TO 50 (ON-
ROAD) HOURS OF RIDING: Take your bike
to your dealer for a complete checkup.
WARNING
LIKE ANY MECHANICAL DEVICE,
A BICYCLE AND ITS COMPONENTS
ARE SUBJECT TO WEAR AND STRESS.
DIFFERENT MATERIALS AND
MECHANISMS WEAR OR FATIGUE
FROM STRESS AT DIFFERENT RATES
AND HAVE DIFFERENT LIFE CYCLES.
IF A COMPONENT’S LIFE CYCLE IS
EXCEEDED, THE COMPONENT CAN
SUDDENLY AND CATASTROPHICALLY
FAIL, CAUSING SERIOUS INJURY OR
DEATH TO THE RIDER.
Scratches, cracks, fraying and discoloration are
signs of stress-caused fatigue and indicate that a
part is at the end of its useful life and needs to be
replaced. While the materials and workmanship
of your bicycle or of individual components may
be covered by a warranty for a specied period
of time by the manufacturer, this is no guarantee
that the product will last the term of the warranty.
Product life is often related to the
kind of riding you do and to the
treatment to which you submit the
bicycle.
The bicycle’s warranty is not meant to suggest
that the bicycle cannot be broken or will last
forever. It only means that the bicycle is covered
subject to the terms of the warranty.
Please be sure to read PART II, SECTION
D. INSPECT FOR SAFETY, “The Lifespan
of Your Bicycle and Its Components.”
41
5.B - IF YOUR BICYCLE
SUSTAINS AN IMPACT:
First, check yourself for injuries, and take care of
them as best you can. Seek medical help if necessary.
Next, check your bike for damage.
After any crash, take your bike to
your dealer for a thorough check.
Carbon composite components, including fames,
wheels, handlebars, stems, cranksets, brakes, etc. which
have sustained an impact must not be ridden until they
have been disassembled and thoroughly inspected by a
qualied mechanic.
See also Bicycle Lifespan on page 76.
WARNING
A CRASH OR OTHER IMPACT CAN
PUT EXTRAORDINARY STRESS ON
BICYCLE COMPONENTS, CAUSING
THEM TO FATIGUE PREMATURELY.
COMPONENTS SUFFERING FROM
STRESS FATIGUE CAN FAIL SUDDENLY
AND CATASTROPHICALLY, CAUSING
LOSS OF CONTROL, SERIOUS INJURY
OR DEATH.
42 43
PART II
SECTION A.
IMPORTANT SAFETY
INFORMATION
A WIDE RANGE OF
BICYCLING INJURIES
ARE POSSIBLE
Many hazards are described, and we have attempted
to explain how to avoid or minimize the dangers.
Because any fall can result in serious injury, paralysis
or death we do not repeat the warning of these
potential consequences every time we call attention to
a hazard. Some low speed falls may result in serious
injuries, and some wild high speed falls may result
in none. The reality is that the exact nature of the
consequences of a fall or accident is not predictable.
BICYCLES CANNOT
PROTECT YOU
Bicycles are lightweight, human-powered vehicles.
Unlike a car, much like a motorcycle, there is no
restraint system for your body, no protective structure
around your body. Crash worthiness cannot be a
design criterion. A rider sits on a bicycle and can be
easily thrown o for many reasons including overly
hard use of the front brakes (See PART I, SECTION
4.C Brakes) or striking an obstacle.
BICYCLING INHERENT RISK
WARNING
BICYCLING IS AN ACTIVE SPORT WITH
INHERENT RISK.
“Inherent risk,“ means that due to the nature of
bicycle riding, the situations you encounter while
riding expose you to the risk of serious injury,
paralysis, or death in an accident.
The risk cannot be taken away or
eliminated. You can minimize risk by
doing the following:
■ Bicycle training & practice
■ Progressive step-by-step learning of new
cycling skills
■ The good judgement to ride in control
■ Bicycle experience, riding with experienced
riders
■ Use of a proper bicycle helmet and
appropriate protective gear
■ Reading and thinking about this entire
owner’s manual, all owner’s manual
supplements and instructions that came with
your bicycle are essential to your safety and
part of the learning process. Visit www.
gtbikes.com.
■ Riding within your own unique capabilities
and considering the conditions where you are
riding.
42 43
PART II
WARNING LABEL
We urge you to locate the warning label on your bike.
It contains important information that you and anyone
else who rides your bike should read and follow.
Do not remove it. If you bought an older bike or are
renishing one of our bikes, contact us for a no charge
replacement.
Figure 19.
RIDING IN TRAFFIC,
COMMUTING
WARNING
RIDING IN TRAFFIC (AND
COMMUTING) IS HAZARDOUS AND
YOU CAN BE SEVERELY INJURED OR
KILLED DOING IT.
As noted in PART I of this manual, you must
learn and obey local trac laws. Riding in trac
is hazardous. We cannot teach you about all of
these hazards.
We suggest:
■ Eective Cycling (ISBN 0-262-06159-7) by
John Forester.
■ And, www.bicyclesafe.com by Michael
Bluejay “How to Not Get Hit by Cars:
Important lessons on Bicycle Safety”
Here are just some important topics you
must consider:
Trac Law, Accidents,Intersections,
Commuting And Utility Cycling Where To Ride,
On Roadway,Changing Lanes In Trac,Riding
At Night, Improving Your Odds With Safety,
Lighting , And Weather Equipment
Many bike clubs conduct training programs and
workshops that focus on these and other safe
cycling topics. Ask at your local bike shop. Seek
the advice of an experienced bicycle commuter at
your retailer.
44 45
PART II
RIDING AT NIGHT,
DUSK, DAWN
WARNING
RIDING AT NIGHT/DUSK OR AT DAWN
IS VERY HAZARDOUS.
Avoid riding at night. If you choose to ride at
night:
■ Install front and rear lights.
■ Install a blinker or strobe light.
■ Check your state or national laws. Lights
are required for riding at dusk, night, or
dawn.
■ Wear reective clothing.
■ Stay alert, others may not see you.
■ Make sure your bicycle is equipped with
all required reectors, lights, strobes, or
blinkers.
Required Reectors
The location and type of each reector on your
bike is required by a national authority, in the US,
the US Consumer Product Safety Commission
(CPSC). Your GT bike must be delivered with:
1. A front mounted forward facing reector 2. A
rear mounted, rear facing reector, 3. A spoke
mounted reector on each wheel, 4. Front and
rear facing reectors on the left and right pedal.
DO NOT REMOVE, BLOCK, OR COVER
REFLECTORS.
Much Higher Risks At Night
The risk of an accident, particularly being struck
by a motor vehicle, is much higher at night. If
you choose to accept this higher risk, improve
your odds with a proper lighting system, strobe
light, light colored reective clothing and careful
riding. Seek the advice of an experienced bicycle
commuter at your retailer.
Mountain Biking At Night:
Mountain biking at night is risky. Take the
challenges outlined in SECTION C. and add
another level of diculty and risk. Seeing the
terrain is much more dicult at night. Mountain
biking at night is only for skilled mountain bikers,
on familiar terrain, with excellent light systems,
riding with other skilled mountain bikers, and
riding cautiously.
Adding Lighting:
Reectors are not a substitute for proper lights. It
is your responsibility to equip your bicycle with all
national, state and locally mandated lights.
Riding at dawn, at dusk, at night or at other times
of poor visibility without a bicycle lighting system
which meets local and state laws and without
reectors is dangerous and may result in serious
injury or death.
If you ride your bike before dawn or after dusk,
your bicycle must be equipped with lights so that
you can see the road and avoid road hazards, and
so that others can see you. Trac laws treat bicycles
like any other vehicle. That means you must have a
white front and a red rear light operating if you are
riding after dusk. Your bike dealer can recommend
a battery or generator powered lighting system
appropriate to your needs.
Flashing (blinker) and Strobe Lighting
We also strongly urge you to use a ashing light
or strobe. All of us at who ride at night or in
conditions of lower visibility use ashers. They can
save your life. (Yeah, we know there may be legal
issues with ashers in some areas. They can save
your life. Enough said.)
44 45
PART II
REFINISHING
WARNING
WE KNOW THAT BIKE OWNER’S
REFINISH AND REPAINT BIKES. NO
OWNER’S MANUAL OR VOIDED
WARRANTY WILL PREVENT THIS.
WE CAN’T PREDICT ALL THE THINGS
THAT COULD GO WRONG IN THE
REFINISHING PROCESS.
WHAT WE HOPE TO COMMUNICATE
TO YOU IN THE FORM OF THIS
WARNING IS THAT:
1. Incorrectly renishing or repainting your bike
can lead to a serious accident.
2. Renishing could hide structural damage
(fatigue cracks, dented or bent tubes, or
other structural problems) also leading to an
accident. You can be injured or killed.
PRECAUTIONS:
• Chemicals that might be used in renishing might
attack your frame and/or fork (carbon ber) and
weaken them.
• Removing original paint, decals (sanding,
scouring, scratching, or blasting) can actually
remove frame material possibly weakening them.
• Renishing can not x structural problems;
renishing might conceal serious damage.
IF YOU DECIDE TO REFINISH: (suggestions)
• Understand that your GT Limited Warranty will
be voided
• Go to a professional bicycle repainter (often a
frame builder).
• Ask about the professional’s experience with
aluminum and/or carbon frames.
• Be sure your frame is never sanded with paper
coarser than 150 grit.
MODIFICATIONS
WARNING
DO NOT MODIFY YOUR BIKE FRAME
OR COMPONENTS IN ANY WAY.
MODIFICATIONS CAN CAUSE DAMAGE
LEADING TO FAILURE AND ACCIDENT.
YOU CAN BE SEVERELY INJURED OR
KILLED.
Do not physically alter your frame in any way.
Don’t sandblast, shot blast or glass bead your
frame. Don’t use any coarse sandpaper on your
bike. Don’t grind, wire brush, le, scrape or
machine bu your frame. Don’t weld, braze or
let anyone touch your frame with a torch. Don’t
drill any holes in your frame. Don’t acid dip or
etch your frame. Don’t anodize or chrome plate
your frame. Any of these procedures will seriously
harm the structural integrity and/or longevity of
your frame, which could lead to serious accident
and injury.
Modications will void any applicable
warranty.
46 47
PART II
CHILD CARRIERS
WARNING
CHILD CARRIERS ADD WEIGHT AND
RAISE THE CENTER OF GRAVITY,
MAKING BALANCE AND CORNERING
MORE DIFFICULT. IF YOU LOOSE
CONTROL, YOU AND YOUR CHILD
PASSENGER CAN BE SEVERELY
INJURED OR KILLED.
We urge you NOT to install child carriers on
bicycles. If you choose to install a child carrier,
have an experienced bicycle mechanic install it.
Install only on a compatible bicycle. If you insist
on using a child carrier we urge that you conrm
with both the carrier rack manufacturer and the
child carrier manufacturer that the two products
are safely compatible. Always use caution when
riding with a child carrier.
Some saddles are equipped with coil springs. If
you use a rear rack mounted child carrier there
is a risk that a child’s ngers could be injured if
trapped in the coil springs when the rider hits
a bump and the springs compress. Be sure that
the child cannot reach the springs when properly
strapped in the carrier.
We encourage use of trailers for children. Be very
careful when towing a trailer. Remember that
braking distances increase, and the trailer will
track inside the line of the bicycle when making
turns. Children should always wear helmets
when riding in a child carrier or trailer. Use of
bicycle helmets on children is required by law in
many areas.
BICYCLES HAVE
SHARP SURFACES
WARNING
BICYCLES HAVE EXPOSED SHARP
SURFACES.
Exercise caution with chainrings and pointed,
aggressive platform pedals, as they have sharp
and potentially dangerous surfaces. Use caution
when working on your bike. If you slip or fall you
could be injured.
BAR ENDS
We urge consumers not to install “Bar Ends” on
bicycles. Some handlebars are designed to take
the added stress of bar ends, others are not. Very
lightweight handlebars may be particularly poorly
suited for bar ends. If you want bar ends, consult your
authorized dealer about suitable choices, read and
follow instructions and warnings that accompany the
handlebars and bar ends, and inspect the handlebars
and bar ends regularly.
INSTALLING ACCESSORIES
Have all accessories mounted by your authorized
dealer. Be sure that any accessory you or your
authorized retailer ts to your bike does not block or
interfere with nationally required reectors or lights.
WARNING
INCOMPATIBLE ACCESSORIES OR
POORLY OR IMPROPERLY MOUNTED
ACCESSORIES CAN ADVERSELY
AFFECT THE PERFORMANCE OF YOUR
BICYCLE AND MAY BE UNSAFE.
46 47
PART II
AERODYNAMIC
HANDLEBARS
Aerodynamic or “Triathlon” handlebar extensions
are tted to some triathlon or racing bikes. They
are also added by customers. Understand that when
riding on these extensions your steering and braking
are adversely aected. When on the extensions,
most riders nd it hard to look back over their
shoulder without swerving, inadvertently steering.
Some riders nd it harder to move their head/neck
to see forward. Be sure to practice riding with aero
handlebar extensions on hazard and trac free roads.
Practice the transition from having your hands on
the extensions to having your hands on the regular
handlebars and brake levers.
Lower/ forward
on extensions
CONVENTIONAL ROAD
AERODYNAMIC
extensions
brake levers
WARNING
DO NOT RIDE ON THE AERO
HANDLEBAR EXTENSIONS IN TRAFFIC
OR ON DIFFICULT ROADS.
Ride on the aero handlebar extensions only when
the road is clear of trac and hazards and you
have a long line of sight.
When using the extensions understand that you
are compromising steering and braking in favor
of speed. If you need to take evasive steering
or braking action while on the extensions you
could have an accident, with risk of serious injury,
paralysis or death.
Aerodynamic handlebars and extensions
are a design trade-o which positions you
further forward than on a conventional
road bike, so:
■ Overly hard use of the front brakes will pitch
you forward, o the bike, more easily.
■ Rear braking performance will not equal that
of a conventional road bike.
When braking hard on any bike, including time
trial or triathalon, you must shift weight back to
allow front brake use without pitching yourself
forward, o the bike. Shifting weight back allows
more rear braking eect before the rear wheel
begins to skid when braking hard, or braking on
a steep downhill. See PART1 Section 4C. of this
manual.
Aerodynamic handlebars and extensions
are intended for racing and competition
in time trial and triathalon and are poorly
suited for riding in cities or congested
urban areas where conicts with cars will
frequently require panic braking.
48 49
PART II
ABOUT SHIMMY
Some cyclists have experienced disturbing “shimmy”
or “vibration” at certain speeds. This symptom is
rarely reported and there is no agreement among
experts as to the cause. Among the proposed causes
of shimmy are: a loose headset, frame alignment
problems, weight of front wheel magnets for cycle
computers, and spoke tension.
Larger riders on larger frames are thought by some to
be more likely to experience such vibration.
If you experience such a vibration, gently apply the
brakes and slow down. Another suggestion is to press
your leg against the top tube as you slow down.
WARNING
IF YOU EXPERIENCE “SHIMMY,”
DO NOT CONTINUE TO RIDE YOUR
BIKE. TAKE THE BICYCLE TO YOUR
RETAILER FOR INSPECTION, SERVICE,
OR CHANGES.
TOE OVERLAP OR TOE
CLIP OVERLAP
What is It?
What is It? “Toe overlap” or “Toe clip overlap”
describes the toe of your shoe, your shoe attached to a
clipless pedal or your toe clip contacting the front tire
(or front fender). This may occur when a pedal is all
the way forward and the front wheel is turned sharply
to a position where the toe or toe clip can contact the
tire (or fender). If you ride with clipless pedals, attach
your riding shoes to the pedals and check for front tire
clearance. If you ride with toe clips, check for front
tire clearance.
“Toe clip overlap” is common on small frame size
bicycles. It is simple to avoid any contact with the front
tire: have the inside pedal up before beginning a turn.
As you turn to the left, the inside (left) pedal should
be positioned at twelve o’clock. As you turn to the
right, the inside (right) pedal should be positioned at
twelve o’clock. Having the inside pedal up will prevent
any toe clip-to-tire contact and maximize cornering
ground clearance. Learn to make it your habit on any
sized bike.
Whether or not you have overlap, or how much
overlap you have can be changed. Be aware that toe
clearance can be increased or decreased by changes
in crank arm length, size of pedals or toe clips used,
size of tires used, addition of fenders, size/design of
shoes worn.
Figure 20.
WARNING
TOE CLIP OVERLAP COULD CAUSE YOU
TO LOSE CONTROL OF YOUR BIKE,
FALL AND BE SERIOUSLY INJURED,
PARALYZED OR KILLED.
Please consult with your retailer on the simple
steps you must follow to avoid an accident. Insist
that your retailer work with you to determine if
your own combination of bicycle, shoe(s) and
components have this common design feature.
TOE CLIP
OVERLAP
FRONT
TIRE
TURNED
LEFT OR
RIGHT
PEDAL
48 49
PART II
TIRE SIZE
WARNING
Mounting the wrong size tires can result in the
tires hitting the fork or frame when riding. If
this happens, you can lose control of your bike
and you can be thrown o, a moving tire can be
stopped because it touches the fork or frame.
Do not mount oversized tires, ones that rub or
hit the fork or frame, ones that result in too little
clearance, or ones that can hit the fork or frame
when the suspension is fully compressed or when
riding.
Take care that the tires you select are compatible
with your bike’s fork or frame design.
Also, be sure to follow the manufacturer’s
recommendations of your front fork and rear
shocks.
When you are considering tires for your bike
consider...
The actual measured size of a tire may be
dierent than its sidewall marking. Each time
you mount a new tire, take the time to inspect
the actual clearance between the rotating tire
and all parts of the frame. The U.S. Consumer
Product Safety Commission (CPSC) requires at
least 1/16” (1.6 mm) tire clearance from any part
of the bike. Allowing for lateral rim ex and a
wheel or rim that is out-of-true will likely mean
choosing a rear tire that provides even more
clearance than the CPSC recommends.
ASK YOUR AUTHORIZED DEALER FOR
THE RIGHT TIRES FOR YOUR BIKE
AND ITS PARTICULAR COMPONENTS!
YOU CAN BE SEVERELY INJURED,
PARALYZED OR KILLED IN AN
ACCIDENT IF YOU IGNORE THIS
WARNING.
TIRE & RIM PRESSURE
COMPATIBILITY
WARNING
MAXIMUM TIRE PRESSURE MAY BE
LIMITED BY RIM DESIGN.
1. ALWAYS check both tire sidewall and rim
pressure markings.
2. NEVER inate tire above maximum rim
pressure.
In the rapidly evolving area of disc brake specic
lightweight and carbon ber rims, some rim
manufacturers have specied maximum tire
pressure.
Of course a customer might choose any tire, and
a tire may have a maximum pressure listed on
the sidewall that is higher than the maximum
pressure listed on the rim. You must never exceed
the maximum air pressure marked on the rim.
Excess pressure could lead to rim failure, and an
accident, with risk of serious injury, paralysis or
death. If you have any doubt or question, contact
the rim manufacturer or insist that your Retailer
contact the rim manufacturer.
50 51
PART II
HOW TO CHECK
WHEEL RIM WEAR
Check the condition of wheel rims wear
before every ride.
It is important to your safety, that, you also check the
surface wear of the wheel rims (in addition to brake
pad wear). This is the area of the wheel where the
brake pads contact the rim. Rims can wear out.
How Can You Check Rim Wear?
Some wheels have wear indicators built in. Some
indicators are depressions in the rim lower that the
surface where the pads touch. When the surface
reaches this depression the wheel is worn out. Other
indicators are visible markings or signs that are
exposed to view when the braking surface is worn out.
Consult the wheel manufacturer’s instructions/
manuals for information on how to check wear for
your specic wheels.
WARNING
Bicycle wheel rims are subject to wear and
damage. A worn-out or damaged wheel rim has
reached its maximum usable life and must be
replaced.
■ Riding on unusable “worn-out” or damaged
wheels can lead to braking or wheel failure.
■ Replace your wheel when they become worn-
out or damaged.
■ Do not ride your bike when the wheels are
damaged or worn-out.
■ Ask your Dealer for help with inspecting the
rim wear of your wheels.
You can be severely injured, paralyzed or
killed in an accident if you ignore this
message.
UNDERSTANDING DISC
BRAKES ON ROAD BIKES
Brake
Disc
Contact Patch
Brake
Caliper
WARNING
Some road bikes are equipped with disc brakes.
Relative to conventional rim brakes, disc brakes
are less aected by water, do not wear or heat
the rims and therefore are more consistent. Disc
brakes also may be more powerful.
To minimize risk of injury or accidents:
■ Understand that road bikes have a relatively
small tire contact patch (part of the tire
that touches the road). In order to apply
the brakes safely and eectively, you may
need more or less braking force in dierent
situations. You need to take into account
various road and weather conditions that can
aect traction.
■ Disc brakes are excellent, but not some
kind of magic. Take some time riding
your new disc brake road bike in lower risk
circumstances to get used to the feel and
performance of the disc brakes and tires.
You can be severely injured, paralyzed
or killed in an accident if you ignore this
message.
50 51
PART II
BRAKE POWER
MODULATORS
Your bike may be equipped with a brake modulator, a
device installed between the front brake lever and the
front brake to reduce initial front braking force. (Brake
power modulators are also used on the rear brake of some
bicycles.)
If a rider applies the front brake too strongly or too
suddenly, these devices can help reduce the risk of locking
the front wheel or throwing the rider. Once the modulator
device is bottomed out, the front brakes have the same
power, and the same risks of overly hard use, as brakes
without a modulator. Modulators are a small help in
giving a rider more of a chance to react correctly.
Modulators are not a substitute for practicing and
learning to brake correctly. See PART I, SECTION 4.C.
WARNING
A BRAKE MODULATOR WILL NOT
PREVENT WHEEL LOCK UP OR BEING
THROWN OFF THE BIKE DUE TO
OVERLY HARD OR FAST OR ABRUPT
APPLICATION OF THE BRAKES.
It is important that you understand modulators are not an
intelligent, sophisticated system. Modulators ARE NOT
anti-lock braking systems (ABS). Bicycle brake modulators
are not like ABS in a car. Unlike automotive ABS there is
not an intelligent system of sensors and computer control.
Unlike an ABS system in a car you cannot just jam on the
brakes and let the system take over. There is no system to
think or act for you.
Some people, including sales people, may try to explain
brake modulators on bicycles by saying that they are “like
ABS”. This is misleading and inaccurate.
We urge you to ask your retailer to conrm if you have
a brake modulator on your bike. We urge you to ask
your retailer to demonstrate how it works. We urge you
to work with the front brake lever while standing still to
understand how it works. We urge you to read any brake
and brake modulator instructions that came with your
bike.
AFTERMARKET
BRAKE SYSTEMS
WARNING
DO NOT MODIFY YOUR BIKE IN ANY WAY
TO MOUNT BRAKES SYSTEMS. MOD
IF CATIONS CAN DAMAGE YOUR BIKE
LEADING TO AN ACCIDENT. YOU CAN BE
SEVERELY INJURED OR KILLED.
Choose only brakes that mount to the frame,
swingarm, or fork using only the existing disc brake,
V-brake or cantilever mounts. Do not modify the
existing mounts or clamp, weld, or in any other
way add new or dierent mounts. Any modication
will void the warranty and may weaken or damage
the frame. For installation instructions and other
warnings, read the literature provided by the brake
manufacturer.
When choosing replacements, please ask your
Authorized Dealer Have your bike’s brakes installed
and adjusted by a professional bike mechanic.
AFTERMARKET
POWER SYSTEMS
WARNING
DO NOT INSTALL A POWER SYSTEM (GAS
OR ELECTRIC TYPE) ONTO YOUR BIKE.
Your bike may not have been not designed or
intended for use with any type of aftermarket power
system.
There are many types of power systems from many
dierent manufacturers. We simply can’t predict
what all can go wrong by installing one.
We can say that installing an aftermarket power
system represents a MAJOR modication of your
bike. It will change the way your bike handles and
fundamentally alter its operation.
When combined with your bike, the power system
can be become dangerous to operate.. For example,
the brakes may not be adequate for higher speeds.
52 53
PART II
SECTION B. INTENDED USE
WARNING
UNDERSTAND YOUR BIKE AND ITS INTENDED USE. CHOOSING THE WRONG
BICYCLE FOR YOUR PURPOSE CAN BE HAZARDOUS. USING YOUR BIKE THE WRONG
WAY IS DANGEROUS.
No one type of bicycle is suited for all purposes. Your retailer can help you pick the “right tool for the job”
and help you understand its limitations. There are many types of bicycles and many variations within each
type. We make many types of mountain, road, racing, hybrid, touring, cyclocross and tandem bicycles.
There are also bicycles that mix features. For example we have road/racing bikes with triple cranks. These
bikes have the low gearing of a touring bike, the quick handling of a racing bike, but are not well suited for
carrying heavy loads on a tour. For that purpose you want a touring bike.
Within each of type of bicycle, one can optimize for certain purposes. Visit your bicycle shop and nd
someone with expertise in the area that interests you. Do your own homework. Seemingly small changes such
as the choice of tires can improve or diminish the performance of a bicycle for a certain purpose.
Consult your Authoried Dealer about how you intend to use your bike.
In addition to this section, please consult any Owner’s Manual Supplements or components
manufactuer’s instructions for information on intended use.
INTENDED USE
Intended Use tables on the following pages contain information from GT, the ASTM International (ASTM), as
well as information required by the European Committee for Standardization (CEN). All table information is
part of the picture of intended use for your bike.
Conditions 1-4 are part of the ASTM F 2043-09 voluntary standard in use by the bicycle industry. The tables
include the graphic and description text directly from the standard. Condition 5 is not presently part of the
ASTM voluntary standard although it is in use in the bicycle industry.
ASTM F2043
Suitable for
road riding
(only)
ASTM F2043
For o-road
riding and
jumps less than
12” (30cm)
ASTM F2043
For rough
o-road riding
and jumps less
than 24” (61 cm)
ASTM F2043
For extreme
o-road riding
For extreme riding
User caution advised
Model names listed in the “MODELS” heading includes several recent model years and model variations in
component and color. (e.g., Force, Karakorum, Fury, Avalanche, etc.)
If you have any questions, about intended use or the information presented in the tables, please ask your
Authorized Dealer.
For information on the F-2043-09 ASTM International standard, see http://www.astm.org.
52 53
PART II
HIGH-PERFORMANCE ROAD
MODELS
Tachyon, Trac, Baller, Gutterball, GTR Alloy, GTR Carbon, GTS,
Corsa, Peace Tour, Strike, Attack, Revenge, EdgeTi, Zum
ASTM F2043
Suitable for
road riding
(only)
ASTM Condition 1
“This is a set of conditions for the operation of a bicycle on a regular
paved or smooth surface where tires may unitentionally lose ground
contact.”
Graphic: “Suitable for road riding (only)”
INTENDED
To be ridden on paved roads only.
NOT INTENDED
For o-road, cyclocross, or touring with racks or panniers.
TRADE OFF
Material use is optimized to deliver both light weight and specic
performance. You must understand that (1) these types of bikes
are intended to give an aggressive racer or competitive cyclist a
performance advantage over a relatively short product life, (2) a less
aggressive rider will enjoy longer frame life, (3) you are choosing
light weight (shorter frame life) over more frame weight and a longer
frame life, (4) you are choosing light weight over more dent resistant
or rugged frames that weigh more. All frames that are very light
need frequent inspection for cracks that would indicate that the frame
is worn out from fatigue. These frames are likely to be damaged
or broken in a crash. They are not designed to take abuse or be a
rugged workhorse.
MAXIMUM WEIGHT LIMIT
* Seat Bag / Handlebar Bag Only
RIDER (lbs/kg) LUGGAGE (lbs/kg) TOTAL (lbs/kg)
275/125 10/4.5* 285/126
(continued on next page...)
54 55
PART II
This page has been left blank intentionally.
54 55
PART II
GENERAL PURPOSE RIDING
MODEL
Palomar, Aggressor, Timberline, Chucker, Laguna, Transeo, GTR
CX, EdgeCX, Corsa Disc, Grade, Grade Carbon
All Cyclocross (see next page)
ASTM F2043
For o-road
riding and
jumps less than
12” (30cm)
ASTM Condition 2
“This is a set of conditions for the operation of a bicycle that
includes Condition1 as well as unpaved and gravel roads and trails
withmoderate grades. Contact with irregular terrain and loss of tire
contact with the ground may occur. Jumps should be limited to 30cm
(12in.) or less.”
Graphic: “For o-road riding and jumps less than 12” (30cm)”
INTENDED
For paved roads, gravel or dirt roads that are in good condition, and
bike paths.
NOT INTENDED
For o-road or mountain bike use, or for any kind of jumping.
Some of these bikes have suspension features, but these features are
designed to add comfort, not o-road capability. Some come with
relatively wide tires that are well suited to gravel or dirt paths. Some
come with relatively narrow tires that are best suited to faster riding
on pavement. If you ride on gravel or dirt paths, carry heavier loads
or want more tire durability talk to your dealer about wider tires.
MAXIMUM WEIGHT LIMIT1
RIDER (lbs/kg) LUGGAGE (lbs/kg) TOTAL (lbs/kg)
300 / 136 30 / 14 330 / 150
Touring/Trekking
300/136 55/25 355/161
(continued on next page...)
56 57
PART II
(continued from previous page...)
MODEL
All Cyclocross
INTENDED
For cyclocross riding, training and racing. Cyclocross involves riding
on a variety of terrain and surfaces including dirt or mud surfaces.
Cyclocross bikes also work well for all weather rough road riding and
commuting.
NOT INTENDED
For o road or mountain bike use, or jumping. Cyclocross riders and
racers dismount before reaching an obstacle, carry their bike over
the obstacle and then remount. Cyclocross bikes are not intended
for mountain bike use. The relatively large road bike size wheels are
faster than the smaller mountain bike wheels, but not as strong.
MAXIMUM WEIGHT LIMIT
RIDER (lbs/kg) LUGGAGE (lbs/kg) TOTAL (lbs/kg)
300 / 136 30 / 13.6 330 / 150
56 57
PART II
CROSS-COUNTRY, MARATHON, HARDTAILS
MODEL
Avalanche, Karakoram, Backwoods, Bump, Karakoram, Peace
9R, Xizang, Zaskar AL, Zaskar LE, Zaskar Carbon, Zaskar 100,
Marathon, Helion, Helion Carbon, Sensor, Sensor 9R,
Sensor Carbon
ASTM F2043
For rough
o-road riding
and jumps less
than 24” (61 cm)
ASTM Condition 3
“This is a set of conditions for the operation of a bicycle that includes
Condition 1 and Condition 2 as well as rough trails, rough un-paved
roads, and rough technical areas and unimproved trails. Jumps of 60
cm (24 in.) or less are anticipated.”
Graphic: “For rough o-road riding and jumps less than 24” (61
cm)”
INTENDED
For cross-country riding and racing which ranges from mild to
aggressive over intermediate terrain (e.g., hilly with small obstacles
like roots, rocks, loose surfaces and hard pack and depressions).
There are no large “sick drop” or drop os, jumps or launches
(wooden structures, dirt embankments) requiring long suspension
travel or heavy duty components. Cross-country and marathon
equipment (tires, shocks, frames, drive trains) are light-weight,
favoring nimble speed over brute force. Suspension travel is relatively
short since the bike is intended to move quickly on the ground and
not spend time in the air landing hard and hammering through
things.
NOT INTENDED
For use in extreme forms of jumping/riding such as hardcore
mountain, Freeriding, Downhill, North Shore, Dirt Jumping, Hucking
etc.
TRADE OFF
Cross-Country, bikes are lighter, faster to ride uphill, and more
nimble than All-Mountain bikes. Cross-Country, trail, and Marathon
bikes trade o some ruggedness for pedaling eciency and uphill
speed.
MAXIMUM WEIGHT LIMIT
* Seat Bag Only
RIDER (lbs/kg) LUGGAGE (lbs/kg) TOTAL (lbs/kg)
300 / 136 5 / 2.3* 305 / 138
Front suspension frames manufactured w/ original equipment
seatstay and dropout rack mounts only.
300 / 136 55 / 25 355 / 161
58 59
PART II
ALL MOUNTAIN, ENDURO
MODELS
Force AL, Force Carbon, Force LE, Distortion, Sensor X, Sanction
ASTM F2043
For extreme
o-road riding
ASTM Condition 4
“This is a set of conditions for operation of a bicycle that includes
Conditions 1,2, and 3 and downhill grades on rough trails as speeds
in excess of 40km/h (25 mph) or extreme jumping or both. Use of a
bicycle in these conditions is strongly dependent on rider experience
and skills.”
Graphic: “For extreme o-road riding”
INTENDED
For trail and uphill riding. All-Mountain bicycles are: (1) more heavy
duty than cross country bikes or trail bikes, but less heavy duty than
Freeride bikes, (2) lighter and more nimble than Freeride bikes,
(3) heavier and have more suspension travel than a cross country
bike, allowing them to be ridden in more dicult terrain, over larger
obstacles and moderate jumps, (4) intermediate in suspension travel
and use components that t the intermediate intended use, (5) cover
a fairly wide range of intended use, and within this range are models
that are more or less heavy duty. Talk to your retailer about your
needs and these models.
NOT INTENDED
For Hardcore Freeriding, Extreme Downhill, Dirt Jumping,
Slopestyle, or very aggressive or extreme riding.
TRADE OFF
All-Mountain bikes are more rugged than cross country bikes, for
riding more dicult terrain. All-Mountain bikes are heavier and
harder to ride uphill than cross country bikes. All-Mountain bikes
are lighter, more nimble and easier to ride uphill than Freeride bikes.
All-Mountain bikes are not as rugged as Freeride bikes and must not
be used for more extreme riding and terrain.
MAXIMUM WEIGHT LIMIT
* Seat Bag Only
RIDER (lbs/kg) LUGGAGE (lbs/kg) TOTAL (lbs/kg)
300 / 136 5 / 2.3* 305 / 138
58 59
PART II
GRAVITY, DOWNHILL, FREERIDE,
MTBMX, DUAL SLALOM, 4X
MODELS
Fury AL, Fury Carbon, Ruckus, Ruckus DJ, La Bomba
For extreme riding
User caution advised
CONDITION 5
Bikes designed for jumping, hucking, high speeds, or aggressive riding on
rougher surfaces, or landing on at surfaces. However, this type of riding
is extremely hazardous and puts unpredictable forces on a bicycle which
may overload the frame, fork, or parts. If you choose to ride in Condition
5 terrain, you should take appropriate safety precautions such as more
frequent bike inspections and replacement of equipment. You should also
wear comprehensive safety equipment such as a full-face helmet, pads,
and body armor.
Graphic: “For extreme riding,” “User caution advised”
INTENDED
For riding that includes the most dicult terrain that only very skilled
riders should attempt.
Gravity, Freeride, and Downhill are terms which describe hardcore
mountain, north shore, slopestyle. This is “extreme” riding and the
terms describing it are constantly evolving.
Gravity,Freeride, and Downhill bikes are: (1) heavier and have more
suspension travel than All-Mountain bikes, allowing them to be ridden
in more dicult terrain, over larger obstacles and larger jumps, (2) the
longest in suspension travel and use components that t heavy duty
intended use. While all that is true, there is no guarantee that extreme
riding will not break a Freeride bike.
THE TERRAIN AND TYPE OF RIDING THAT FREERIDE BIKES
ARE DESIGNED FOR IS INHERENTLY DANGEROUS.
Appropriate equipment, such as a Freeride bike, does not change this
reality. In this kind of riding, bad judgment, bad luck, or riding beyond
your capabilities can easily result in an accident, where you could be
seriously injured, paralyzed or killed.
NOT INTENDED
To be an excuse to try anything! Read our “Freeride & Downhill”
warning. See page 64.
TRADE OFF
Freeride bikes are more rugged than All-Mountain bikes, for riding more
dicult terrain. Freeride bikes are heavier and harder to ride uphill than
All-Mountain bikes.
MAXIMUM WEIGHT LIMIT
* Seat Bag Only
RIDER (lbs/kg) LUGGAGE (lbs/kg) TOTAL (lbs/kg)
300 / 136 5 / 2.3* 305 / 138
(continued on next page...)
60 61
PART II
(continued from previous page...)
DIRT JUMP
INTENDED
For man-made dirt jumps, ramps, skate parks other predictable
obstacles and terrain where riders need and use skill and bike control,
rather than suspension. Dirt Jumping bikes are used much like heavy
duty BMX bikes.
A Dirt Jumping bike does not give you skills to jump! Read our
“Freeride & Downhill” warning. See page 64. The same message is
true.
NOT INTENDED
For terrain, drop os or landings where large amounts of suspension
travel are needed to help absorb the shock of landing and help
maintain control.
TRADE OFF
Dirt Jumping bikes are lighter and more nimble than Freeride bikes,
but they have no rear suspension and the suspension travel in the
front is much shorter.
MAXIMUM WEIGHT LIMIT
RIDER (lbs/kg) LUGGAGE (lbs/kg) TOTAL (lbs/kg)
300 / 136 0 300 / 136
60 61
PART II
SECTION C.
MOUNTAIN BIKE
RIDING
See also APPENDIX B. Maximum Fork Length.
See also SECTION B. Intended Use.
OFF-ROAD RIDING
O road riding usually involves many, many variables
such as constantly changing traction, obstacles,
changes in line of sight, up hill, down hill, soft
surfaces, dry surfaces, wet surfaces. O road riding
requires managing a complex and constantly changing
rider–to-bicycle feedback loop of traction, weight
distribution, application of power, application of
brakes and steering driven by the conditions one
encounters. The complexity and ever-changing nature
of o road riding requires focus, concentration,
strength, tness and learning to read the trail. The
art of managing all this while surrounded by nature
makes this a challenging and wonderful sport.
If you have ridden your mountain bike on a paved
road, or on a gravel or dirt road, you have done
very little in the way of learning to mountain bike.
Learning to ride o road is a process. It does not
automatically occur because you have a mountain
bike. Learning to ride o road does not come from
watching “extreme” mountain bike videos or TV.
In fact the riders in those lms are professional
entertainers and/or daredevils, not teachers.
WARNING
MOUNTAIN BIKE RIDING IS VERY
DIFFERENT FROM RIDING A BIKE ON
THE ROAD.
For starters, it is almost certain you will
fall o.
Get training! Join a club and nd experienced
people to teach you. It is likely that your retailer
can hook you up with local rides. Practice and
learn to stay in control. Carefully, progressively,
learn to expand your limits, but always ride within
them.
BIKE TYPES
WARNING
PICK A MOUNTAIN BIKE FOR HOW YOU
WILL RIDE.
There are now many dierent kinds of
“mountain bikes.” GT makes mountain bikes
ranging from the light, nimble and designed for
cross country (XC) racing, to our rugged, long-
travel freeride bikes. Cross country (XC) is not
designed for freeride! If you try using your bike
for something it was not intended, you may break
it with risk of serious injury, paralysis or death.
Matching the intended use of any kind of
mountain bike to your expected riding is import.
Read PART II SECTION B. INTENDED USE..
INSPECTION AND
MAINTENANCE ROUTINES
WARNING
MOUNTAIN BIKE RIDING IS VERY
HARD ON BIKES.
MOUNTAIN BIKES NEED FREQUENT
CLEANING, MAINTENANCE AND
INSPECTION.
Clean your bike after every ride and conduct a
pre-ride inspection before every ride. Detailed
inspection as outlined in PART II SECTION D.
in this manual is needed more often than for road
bikes. Failure to keep up with maintenance and
inspection increases the risk of an accident, with
risk of serious injury, paralysis or death.
62 63
PART II
SUSPENSION
Suspension will increase the handling capabilities and
comfort of your bicycle. This enhanced capability
may allow you to ride faster, particularly on rough or
bumpy surfaces. As common sense tells you, increased
speed brings increased risk.
WARNING
DO NOT CONFUSE THE BUILT-IN
CAPABILITIES OF A SUSPENSION BIKE
WITH YOUR OWN CAPABILITIES,
WHICH MUST BE LEARNED.
Increasing your skill will take time and practice.
Stay in control, and carefully, gradually learn the
feel and handling of your suspension bike.
When you apply the front brakes on a suspension
bike, the front of the bike will fall or dip as weight
shifts forward. This is normal. (The front of
your car dips when you apply the brakes.) You
must learn to anticipate this weight shift and
compensate by shifting your body weight back.
JUMPING
WARNING
JUMPING IS VERY RISKY. YOU COULD
HAVE A FALL LEADING TO SERIOUS
INJURY, PARALYSIS OR DEATH.
Jumping a mountain bike is fun, but it puts
extreme stress on your bike. Perhaps most
vulnerable to jumping-related damage is your
fork. Riders who insist on jumping their bikes
risk serious damage, to their bicycles as well as
themselves.
STAY IN CONTROL
WARNING
FAILURE TO RIDE IN CONTROL
COULD RESULT IN A FALL LEADING
TO SERIOUS INJURY, PARALYSIS, OR
DEATH.
While the risks inherent to this sport cannot be
eliminated, you can minimize the risks by riding
in control and wearing a helmet. The reality is
that simple, and that challenging.
DOWNHILL AND LIFT-
SERVICED RIDING
WARNING
TO RIDE DOWNHILL AT SPEED OR IN
COMPETITION IS TO VOLUNTARILY
ASSUME A VERY LARGE RISK. YOU
COULD BE SERIOUSLY INJURED,
PARALYZED, OR KILLED.
When riding downhill such as at a ski area, on
trails or access roads, or on dirt roads such as re
roads, you can reach speeds seen on motorcycles,
with similar hazards and risks.
Wear appropriate safety gear, including a full face
helmet, full nger gloves, protective clothing, and
body armor. Have your bicycle and equipment
carefully inspected by a qualied mechanic and
be sure it is in excellent condition. Consult with
expert riders and/or race ocials on conditions
and equipment advisable at any site where you
plan to ride downhill. Experienced riders often
pre-walk or carefully and slowly pre-ride a
downhill course before attempting it at any speed.
62 63
PART II
SHIFTING GEARS
WHILE PEDALING
CAUTION
Shifting under extreme pedaling pressure puts
a great amount of stress on components. While
most components can withstand an occasional
“power shift,” continual power shifting will most
assuredly damage some part of your drivetrain.
Whenever possible, ease up on your pedals when
shifting.
64 65
PART II
GRAVITY, FREERIDING & DOWNHILL RIDING
WARNING
GRAVITY, FREERIDING AND OTHER FORMS OF “EXTREME RIDING” ARE EXTREMELY
DANGEROUS. YOU CAN BE SEVERELY INJURED OR KILLED IN A SERIOUS ACCIDENT.
Gravity, Freeriding, jumping, hucking, dirt jumping, mountaincross, downhill, slalom, slopestyle, urban or
street riding or other evolving forms of extreme or hard core mountain biking are inherently dangerous and
can lead to serious accidents. Wear all safety gear and be sure your bike is in excellent condition. Follow all
the instructions and warnings below. These steps will reduce, but not eliminate, the inherent risks. Even with
state of the art protective safety gear you could be seriously injured, paralyzed or killed. If you do not want to
take these risks, do not engage in this type of riding.
Fundamental Risk
Freeriding, jumping, hucking, dirt jumping, mountaincross, downhill, slalom, slopestyle, urban or street
riding. It seems that everywhere you look, from Mountain Dew® commercials to the X-Games® to the Red
Bull®Rampage, riders are grabbing big air and sticking sick drops. And it sure looks fun.
But what the videos and bike magazines and ads don’t always tell you is that extreme riding takes an amazing
amount of skill. Some of the riders you see are well-paid pros who have gradually built up their skills through
endless hours of practice, and who have also had their share of stitches, concussions and busted bones (and
bikes). Others are daredevils who have chosen to accept or ignore the risks. Would you allow anyone to say
that you are so weak in the head, and have such poor judgment that you copy those you see in the media
without thought of the serious risks?
The stakes are high if you screw up. Realize too late that you aren’t up to the challenge, and you run the risk
of major injury or even – say it aloud – death, paralysis. In short, extreme riding carries a high degree of
fundamental risk, and you bear the ultimate responsibility for how you ride and what you attempt to pull o.
Do you want to avoid these signicant risks? Then do not ride this way.
Product Limitations
Problems of pilot error aside, hard-core riding also beats the heck out of your equipment. Although we build
and test our bikes to make them tough, there’s no way that we can guarantee they’ll survive your umpteenth
six-foot drop. For starters, there is no industry “jumping” standard. The many circumstances of takeo,
landing, speed, rider technique, etc. are unique. The judgment, lack of judgment or insanity of a rider who
may ride a GT bicycle cannot be completely predicted, so it’s at-out impossible to predict how anyone’s
equipment is going to hold up.
continued on next page........
64 65
PART II
continued from previous page...)
Let’s get another thing straight. Buying a Freeride bike does not make you any better. Do not confuse the
built-in capabilities of equipment with your own capabilities, which must be learned.
Keeping your bike and all its components in good working order is critical, and it’s up to you to maintain and
inspect it. Even so, your sweet rig isn’t going to last forever. Nothing does, particularly bikes and parts that
are built to minimize weight and then are subjected to abuse. GT frames carry a warranty, but that’s to cover
issues with workmanship and/or materials. (See the GT Limited Warranty in this manual). The warranty
doesn’t mean that they’re going to last forever. They’re not. The warranty certainly doesn’t mean that the
bicycle can in any way protect you from injury.
Use of Specialized Protective Gear
GT has long urged the use of helmets. As riskier, extreme downhill and freeriding became part of the sport
we communicated frankly about the risks in this freeride warning. We have recently become aware of neck
braces, designed for mountain biking and motocross riding, tted between the rider and helmet, that can
decrease the risk of paralysis, spinal cord and neck injuries. As the manufacturer clearly states, these braces
cannot prevent all injuries. We urge riders, particularly riders into challenging and risky riding, to investigate
and consider prophylactic neck braces (For example, see http://www.leatt-brace.com/). A prophylactic neck
brace might save your life or keep you out of a wheelchair.
In Conclusion
If you’re going hard-core, be smart about it. Always wear a full face helmet, state-of-the-art neck brace, body
armor, full-nger gloves, and protective clothing. Choose a bike that’s right for you, your riding and terrain,
and check it often for signs of fatigue or other trouble. (Your dealer can help you on both fronts.) Read PART
II, SECTION B. MOUNTAIN BIKE RIDING. And most importantly, know your limitations. Practice. Stay
in control, and carefully, gradually expand your limits – but ride within them.
YOU CAN BE SEVERELY INJURED, PARALYZED, OR KILLED IF YOU IGNORE THIS
WARNING.
66 67
PART II
SECTION D.
INSPECT FOR SAFETY
In this section, we will do our best to outline some
material science basics and explain how they relate to
your bicycle, some of the trade os made in designing
your bicycle, what you can expect from your bicycle
and provide important, basic guidelines on how you
maintain and inspect it.
Carbon ber bikes and components are becoming
more common.
In addition to 2. Understanding Composites (Carbon
Fiber) in this section, see also:
APPENDIX C, page 92.
APPENDIX D, page 96.
APPENDIX E, page 100
APPENDIX F, page 102
WARNING
FREQUENT INSPECTION OF YOUR
BIKE IS IMPORTANT TO YOUR SAFETY.
FOLLOW THE PRE-RIDE CHECKLIST
BEFORE EVERY RIDE.
See the back cover of this manual.
Periodic, more detailed inspection of your bicycle
is important. How often this more detailed
inspection is needed
depends upon you.
You, the rider/owner, have control and
knowledge of how often you use your bike, how
hard you use it and where you use it. GT does
not. We design rugged and light bicycles and test
them extensively. But, because we cannot track
your use, you must be responsible for inspection
and maintenance. Most customers will have a
retailer do all inspection and maintenance.
If you are not interested in the “hands on”
aspects of your bicycle, and do not wish to
perform inspection or maintenance on your own
bike, then you must make your retailer a partner
in maintaining and inspecting your bicycle. Work
with your retailer to determine a maintenance
and inspection schedule appropriate for your
riding. PART I, SECTION 5. A provides some
general guidelines on service intervals.
For your safety, understanding and
communication with your retailer, we urge you to
read this section. The materials used to make
your bike determine how to inspect it properly.
YOU CAN BE SEVERELY INJURED,
PARALYZED, OR KILLED IF YOU
IGNORE THIS WARNING.
66 67
PART II
1. UNDERSTANDING
METALS
Steel is the traditional material for building bicycle
frames. It has good characteristics, but in high
performance bicycles, steel has been largely replaced
by aluminum and some titanium. The main factor
driving this change is interest by enthusiast customers
in lighter bicycles.
Properties of Metals
Please understand that there is no simple statement
that can be made that characterizes the use of
dierent metals for bicycles. What is true is how the
metal chosen is applied is much more important
than the material alone. One must look at the way
the bike is designed, tested, manufactured, supported
along with the characteristics of the metal rather than
seeking a simplistic answer.
Metals vary widely in their resistance to corrosion.
Steel must be protected or rust will attack it.
Aluminum and Titanium quickly develop an oxide
lm that protects the metal from further corrosion.
Both are therefore quite resistant to corrosion. The
aluminum alloys GT has used for years are commonly
used in marine applications. Aluminum is not perfectly
corrosion resistant and particular care must be used
where it contacts other metals and galvanic corrosion
can occur.
Metals are comparatively ductile. Ductile means
bending, buckling and stretching before breaking.
Generally speaking, of the common bicycle frame
building materials steel is the most ductile, titanium
less ductile, followed by aluminum.
Metals vary in density. Density is weight per unit of
material. Steel weighs 7.8 grams/cm3 (grams per
cubic centimeter), titanium 4.5 grams/cm3, aluminum
2.75 grams/cm3. Contrast these numbers with carbon
ber composite at 1.45 grams/cm3.
Metals are subject to fatigue. With enough cycles
of use, at high enough loads, metals will eventually
develop cracks that lead to breakage. It is very
important that you read Metal Fatigue 101 next.
Let’s say you hit a curb, ditch, rock, car, fallen cyclist
or other object. First, read the Important warnings
at the beginning of SECTION A: Bicycles Cannot
Protect You. At any speed above a fast walk your body
will continue to move forward, momentum carrying
you over the front of the bike. You cannot and will not
stay on the bike and what happens to the frame and
fork is irrelevant to what happens to your body.
What should you expect from your metal frame?
It depends on many complex factors, which is why
we tell you that crash worthiness cannot be a design
criteria. With that important note, we can tell you that
if the impact is hard enough the fork or frame may be
bent or buckled.
See Figure A on page 68. On a most all steel bikes,
the steel fork may be severely bent and the frame
undamaged. Aluminum is less ductile than steel,
but you can expect the fork and frame to be bent or
buckled. Hit harder and the top tube may be broken
in tension and the down tube buckled. Hit harder and
the top tube may be broken, the down tube buckled
and broken, leaving the head tube and fork separated
from the main triangle.
THIS IS A
BENT
METAL FORK.
THIS IS A
COMPLETELY BROKEN
CARBON FORK.
FIGURE A
68 69
PART II
When all metal bikes are crashed you will usually see
some evidence of this ductility in bent, buckled or
folded metal.
It is now common for the main frame to be made of
metal and the fork of carbon ber. See the composites
101 section below. The relative ductility of metals
and the lack of ductility of carbon ber means that
in a crash scenario you can expect some bending or
bucking in the metal but none in the carbon. Below
some load the carbon fork may be intact even though
the frame is damaged. Above some load the carbon
fork will be completely broken.
Metal Fatigue 101
Common sense tells us that nothing that is used lasts
forever. The more you use something, and the harder
you use it, and the worse the conditions you use it in,
the shorter its life.
Fatigue is the term used to describe accumulated
damage to a part caused by repeated loading. To
cause fatigue damage, the load the part receives must
be great enough. A crude, often-used example is
bending a paper clip back and forth (repeated loading)
until it breaks. This simple denition will help you
understand that fatigue has nothing to do with time
or age. A bicycle in a garage does not fatigue. Fatigue
happens only through use.
So what kind of “damage” are we talking about? On
a microscopic level, a crack forms in a highly stressed
area. As the load is repeatedly applied, the crack
grows. At some point the crack becomes visible to
the naked eye. Eventually it becomes so large that the
part is too weak to carry the same load that, without
the crack, it could carry. At that point there can be a
complete and immediate failure of the part.
One can design a part that is so strong that fatigue life
is nearly innite. This requires a lot of material and
a lot of weight. Any structure that must be light and
strong will have a nite fatigue life. Aircraft, race cars,
motorcycles: all have parts with nite fatigue lives. If
you wanted a bicycle with an innite fatigue life, it
would weigh far more than any bicycle sold today. So
we all make a trade-o: the wonderful, lightweight
performance we want requires that we inspect the
structure.
In most cases a fatigue crack is not a defect. It is a
sign that the part has been worn out, a sign the part
has reached the end of its useful life. When your car
tires wear down to the point that the tread bars are
contacting the road, those tires are not defective.
Those tires are worn out and the tread bar says
“time for replacement.” When a metal part shows a
fatigue crack, it is worn out. The crack says “time for
replacement.”
68 69
PART II
A few things to think about:
ONCE A CRACKS STARTS IT CAN GROW AND GROW FAST.
Think about the crack as forming a pathway to failure. This means that any crack is potentially
dangerous and will only become more dangerous.
SIMPLE RULE 1: If you nd crack, replace the part.
CORROSION SPEEDS DAMAGE.
Cracks grow more quickly when they are in a corrosive environment. Think about the corrosive
solution as further weakening and extending the crack.
SIMPLE RULE 2: Clean your bike, lubricate your bike, protect your bike from salt, remove any
salt as soon as you can.
STAINS AND DISCOLORATION CAN OCCUR NEAR A CRACK.
Such staining may be a warning sign that a crack exists.
SIMPLE RULE 3: Inspect and investigate any staining to see if it is associated with a crack.
SIGNIFICANT SCRATCHES, GOUGES, DENTS OR SCORING CREATE STARTING
POINTS FOR CRACKS.
Think about the cut surface as a focal point for stress (in fact engineers call such areas “stress
risers,” areas where the stress is increased). Perhaps you have seen glass cut? Recall how the glass
was scored and then broke on the scored line.
SIMPLE RULE 4: Do not scratch, gouge or score any surface. If you do, pay frequent attention to
this area or replace the part.
SOME CRACKS (particularly larger ones) MAY MAKE CREAKING NOISE AS YOU
RIDE.
Think about such a noise as a serious warning signal. Note that a well-maintained bicycle will be
very quiet and free of creaks and squeaks.
SIMPLE RULE 5: Investigate and nd the source of any noise. It may not a be a crack, but
whatever is causing the noise should be xed before riding.
70 71
PART II
Fatigue Is Not A Perfectly
Predictable Science
Fatigue is not a perfectly predictable science, but
we can give you some general factors to help you
determine how often you need to inspect (or have
your retailer inspect) your bicycle. The more you t
the “shorten product life” prole, the more frequent
your need to inspect. The more you t the “lengthen
product life” prole, the less frequent your need to
inspect.
Factors that shorten product life:
• Hard, harsh riding style
• "Hits," crashes, jumps, other "shots" to
bike
• High mileage
• Higher body weight
• Stronger, more t, more aggressive rider
• Corrosive environment (wet, salt air,
winter road salt, accumulated sweat)
• Presence of abrasive mud, dirt, sand, soil
in riding environment
Factors that lengthen product life:
• Smooth, uid riding style
• No "hits," crashes, jumps, other "shots"
to bike
• Low mileage
• Lower body weight
• Less aggressive rider
• Non-corrosive environment (dry, salt-free
air)
• Clean riding environment
Aluminum Frame Inspection
1. Clean the bike and remove the wheels.
2. Inspect the whole frame carefully for cracks.
Pay particular attention to the underside of the
downtube where it intersects the headtube
3. Next carefully inspect the area where the crankset
and rear wheel come closest to the right chainstay,
particularly on the innermost part of the
chainstay and the outermost part of the chainstay.
Next look at the welds that join all of the tubes.
Be sure to look at the inside of the rear triangle
or swingarm while the wheel is out, including the
dropouts.
4. Finally check all mounting points such as disc
brake caliper brackets and water bottle and rack
mounts.
Figure 21.
TOPTUBE
DOWNTUBE
HEADTUBE
Inspect this area for cracking
70 71
PART II
WARNING
DO NOT RIDE A FRAME OR FORK WITH
ANY CRACK, EVEN A SMALL ONE.
RIDING A CRACKED FRAME OR FORK
COULD LEAD TO YOUR FRAME/FORK
BREAKING, WITH RISK OF ACCIDENT,
SERIOUS INJURY, PARALYSIS OR
DEATH.
Fork Inspection
1. Remove the front wheel.
2. Clean the fork.
3. Carefully inspect the whole fork for cracks. Pay
particular attention to the fork crown area and
the area where the dropouts meet the fork blades.
Look on the inside of the fork while the wheel is
out. Check the area around the brake pivot bosses
or caliper mount.
Other Suspension Forks
If you have a fork made by a third party, please read
and follow the inspection instructions contained in the
manual that covers that fork. If you do not have the
third party’s manual, get one now.
WARNING
RIDING WITH AN IMPROPERLY
SECURED WHEEL CAN ALLOW THE
WHEEL TO WOBBLE OR FALL OFF THE
BICYCLE, WHICH CAN CAUSE SERIOUS
INJURY OR DEATH. THEREFORE, IT IS
ESSENTIAL THAT YOU:
1. Ask your dealer to help you make sure you
know how to install and remove your wheels
safely.
2. Understand and apply the correct technique
for clamping your wheel in place.
3. Each time, before you ride the bike, check
that the wheel is securely clamped. The
clamping action of a correctly secured wheel
must emboss the surfaces of the dropouts.
See also PART I, SECTION 4. A Wheels.
72 73
PART II
2. UNDERSTANDING
COMPOSITES
(CARBON FIBER)
All riders must understand a fundamental reality
of composites. Composite materials constructed of
carbon bers are strong and light, but when crashed
or overloaded, carbon bers do not bend, they break.
What Are Composites?
The term “composites” refers to the fact that a part
or parts are made up of dierent components or
materials. You’ve heard the term “carbon ber bike.”
This really means “composite bike.”
Carbon ber composites are typically a strong, light
ber in a matrix of plastic, molded to form a shape.
Carbon composites are light relative to metals. Steel
weighs 7.8 grams/cm3 (grams per cubic centimeter),
titanium 4.5 grams/cm3, aluminum 2.75 grams/cm3.
Contrast these numbers with carbon ber composite
at 1.45 grams/cm3.
The composites with the best strength-to-weight ratios
are made of carbon ber in a matrix of epoxy plastic.
The epoxy matrix bonds the carbon bers together,
transfers load to other bers, and provides a smooth
outer surface. The carbon bers are the “skeleton”
that carries the load.
Why Are Composites Used?
Unlike metals, which have uniform properties in all
directions (engineers call this isotropic), carbon bers
can be placed in specic orientations to optimize the
structure for particular loads. The choice of where to
place the carbon bers gives engineers a powerful tool
to create strong, light bicycles. Engineers may also
orient bers to suit other goals such as comfort and
vibration damping.
Carbon ber composites are very corrosion resistant,
much more so than most metals. Think about carbon
ber or berglass boats.
Carbon ber materials have a very high strength-to-
wieght ratio.
What Are The Limits Of
Composites?
Well designed “composite” or carbon ber bicycles
and components have long fatigue lives, usually better
than their metal equivalents.
While fatigue life is an advantage of carbon ber, GT
still urges you to regularly inspect your carbon ber
frame, fork, or components.
Carbon ber composites are not ductile. Once a
carbon structure is overloaded, it will not bend; it will
break. At and near the break, there will be rough,
sharp edges and may be delamination of carbon ber
or carbon ber fabric layers. There will be no bending,
buckling, or stretching.
If You Hit Something Or Have A
Crash, What Can You Expect From
Your Carbon Fiber Bike?
Let’s say you hit a curb, ditch, rock, car, fallen cyclist
or other object. First, read the Important warnings at
the beginning of PART II Section A. Bicycles Cannot
Protect You in this manual.
At any speed above a fast walk, your body will
continue to move forward, the momentum carrying
you over the front of the bike. You cannot and will not
stay on the bike and what happens to the frame and
fork is irrelevant to what happens to your body.
What should you expect from your carbon frame?
It depends on many complex factors, which is why
we tell you that crash worthiness cannot be a design
criteria. With that important note, we can tell you that
if the impact is hard enough, the fork or frame may be
completely broken. See Figure A on page 68. Note the
signicant dierence in behavior between carbon and
metal. 1. Understanding Metals in this section. Even
if the carbon frame was twice as strong as a metal
frame, once the carbon frame is overloaded it will not
bend, it will break completely.
Our carbon frames/fork/components are designed
for normal riding loads with a factor of safety. These
frames/fork/components will be broken by some crash
or impact loads.
See “Composite Frame, Fork, And Component
Inspection” on next page.
72 73
PART II
Composite Frame, Fork, and
Component Inspection
Cracks:
Inspect for cracks, broken, or splintered areas. Any
crack is serious. Do not ride any bicycle or component
that has a crack of any size.
Delamination:
Delamination is serious damage. Composites are
made from layers of fabric. Delamination means that
the layers of fabric are no longer bonded together.
Do not ride any bicycle or component that has any
delamination. These are some delamination clues:
• A cloudy or white area. This kind of area looks
dierent from the ordinary undamaged areas.
Undamaged areas will look glassy, shiny, or
“deep,” as if one was looking into a clear liquid.
Delaminated areas will look opaque and cloudy.
• Bulging or deformed shape. If delamination
occurs, the surface shape may change. The surface
may have a bump, a bulge, soft spot, or not be
smooth and fair.
• A dierence in sound when tapping the surface.
If you gently tap the surface of an undamaged
composite you will hear a consistent sound,
usually a hard, sharp sound. If you then tap a
delaminated area, you will hear a dierent sound,
usually duller, less sharp.
Unusual Noises:
Either a crack or delamination can cause creaking
noises while riding. Think about such a noise as a
serious warning signal. A well maintained bicycle
will be very quiet and free of creaks and squeaks.
Investigate and nd the source of any noise. It may
not be a crack or delamination, but whatever is
causing the noise must be xed before riding.
WARNING
DO NOT RIDE A FRAME OR FORK
WITH ANY DELAMINATION OR CRACK.
IF YOU RIDE A DELAMINATED OR
CRACKED FRAME/FORK/COMPONENT
IT MAY COMPLETELY BREAK APART
WITH RISK OF ACCIDENT, SERIOUS
INJURY, PARALYSIS OR DEATH.
Damage caused by a handlebar
rotating and striking the top tube
is common. The resulting impact
cracks and breaks the top tube.
This is not a warranty.
The frame is not safe to ride.
Any impact or crash damage can
produce serious damage to the
frame. This chainstay was cracked
in a crash.
This is not a warranty.
The frame is not safe to ride.
74 75
PART II
3. UNDERSTANDING
COMPONENTS
It is often necessary to remove and disassemble
components in order to properly and carefully inspect
them. Most customers will use this component
list as a checklist. The intention here is to tell
you what parts, and what area of each part, most
need inspection. Insist that your mechanic do such
inspections. Our intention is denitely not to teach
bicycle mechanics.
WARNING
FAILURE TO DISASSEMBLE OR
REASSEMBLE BICYCLE COMPONENTS
PROPERLY COULD RESULT IN AN
ACCIDENT, WITH RISK OF SERIOUS
INJURY, PARALYSIS OR DEATH.
There are many special tools and techniques
required. Unless you are a very experienced and
skilled bicycle mechanic, we urge you to have this
work done by a professional bicycle retailer.
IF YOU SEE ANY CRACK, OR ANYTHING
YOU ARE UNSURE OF, PLEASE TAKE YOUR
BICYCLE TO A RETAILER. IF YOU RIDE
A DELAMINATED OR CRACKED FRAME/
FORK/COMPONENT IT MAY COMPLETELY
BREAK APART WITH RISK OF ACCIDENT,
SERIOUS INJURY, PARALYSIS OR DEATH.
IF YOU HAVE CARBON FIBER
COMPONENTS, YOU MUST READ PART
II, SECTION D. 2. UNDERSTANDING
COMPOSITES.
DO NOT ride any component with a crack, even
a small one. Replace the component before riding.
Break or saw in half any component you replace so
that no one uses it again.
■ Aftermarket “Super Light”
Components
Think carefully about your rider prole as outlined
above. The more you t the “shorten product life”
prole, the more you must question the use of super
light components. The more you t the “lengthen
product life” prole, the more likely it is that lighter
components may be suitable for you.
Discuss your needs and your prole very honestly
with your retailer. Take these choices seriously and
understand that you are responsible for the changes.
A great slogan to discuss with your retailer as you
consider changing components: “Strong, Light, Cheap
– Pick two.”
■ Original Equipment Components
GT tests the fatigue life of many of the components
that are original equipment on your bike. This means
that the designs many original equipment components
have met our test criteria and have reasonable fatigue
life. It does not mean that the original equipment
components will last forever. They will not.
■ Stem
Clean and inspect carefully for cracks. Pay particular
attention to the underside of the stem. If the stem is
of welded construction, examine the edges of each
weld. See also the closely related handlebar section
below.
■ Handlebars
Remove from stem. With road bars, you will need to
remove the handlebar tape. Remove any handlebar
mounted components. Clean and inspect carefully
for cracks. Pay particular attention to the area where
the handlebar emerges from the stem. This is the area
where virtually all handlebars will eventually break.
Periodic replacement of all handlebars is strongly
recommended. How often they need to be replaced
depends upon the many factors outlined above.
Be sure that you do not scratch or score the surface
of the handlebars with either the stem or the brake
or shifter levers. As noted above, any such damage
will reduce the life of the handlebar and could lead to
breakage.
If you nd that there is a sharp edge or burr on the
inside of the stem, right where the handlebars emerge,
it must be smoothed out with ne sandpaper (220
grit or ner) before the new handlebars are installed.
Such a sharp edge or burr could cause a scratching
or scoring of the handlebar. As noted above, any such
damage will reduce the life of the handlebar and
could lead to breakage.
74 75
PART II
■ Seat Post
Remove from seat tube and remove from saddle.
Disassemble the head/saddle clamp assembly. Clean
and inspect all parts carefully for cracks.
Pay particular attention to the bolt (or bolts) that
clamp the saddle in place. If the bolt looks stretched,
bent or in any way damaged, replace it. Note that
these bolts have been known to be broken due to
fatigue when not properly tightened. They must be
tightened with a torque wrench.
The threads of the seat post bolts be greased before
reassembly.
Be sure the clamp assembly is clamped only to the
straight parallel part of the saddle rails.
■ Seat Post Lubrication
Clean and apply the following to a seat post before
inserting into the frame.
FRAME MATERIAL
SEAT POST
LUBRICATION
SEAT TUBE SEAT POST
ALLOY ALLOY GREASE
ALLOY CARBON CARBON GEL
CARBON ALLOY CARBON GEL
CARBON CARBON CARBON GEL
GREASE - A high-quality bicycle bearing grease
CARBON GEL - Is a gel like lubricant formulated for
use with carbon ber components.
■ Saddle
While the saddle is o the seat post, clean and inspect
the rails carefully for cracks. Check the saddle rails
to the saddle body; make sure that the rails are rmly
attached.
■ Pedals
Remove both from the crankset. Clean and inspect
carefully for cracks. Pay particular attention to
the pedal axle. See clipless pedal manufacturer’s
instructions for information on cleat wear and
replacement.
■ Crankset
Remove both sides from the bottom bracket. Clean
and inspect all parts carefully for cracks. Examine both
inside and outside surfaces. Pay particular attention to
edges, shapes and changes of shape that are a part of
your particular crankset design. Also check the area
around the pedal mounting holes.
■ Wheels
Clean the wheels. Inspect the hub ange, where the
heads of the spokes are hooked (or otherwise attached)
to the hub ange, for cracks. Inspect the rim where the
spokes meet the rim. It is not uncommon to see cracks
form where the spokes meet the rim.
■ Brake Track of Wheel Rim
The brake track is the surface of the rim where
the brake pads make contact. While not related to
fatigue, this surface can be worn out. We urge you
to inspect the brake tracks on your rims. They can
wear out quite quickly on a mountain bike used in
abrasive conditions. Many rims have brake track
wear indicators; please ask your retailer to show you
this feature.
Some brake pads are very aggressive and speed up
wear. If you see a noticeable amount of wear relative
to the nearby surface untouched by the brake pads,
speak to your retailer about possible replacement.
Severely worn brake tracks can lead to a broken
wheel.
WARNING
DO NOT RIDE ON A RIM THAT HAS
BEEN WORN OUT!
If the wear indicator shows that the rim is worn
out, there is a danger that the rim could be
broken due to tire pressure and/or riding loads.
IF THE RIM BREAKS WHILE YOU
ARE RIDING YOU COULD HAVE AN
ACCIDENT, WITH RISK OF SERIOUS
INJURY, PARALYSIS OR DEATH.
76 77
PART II
BICYCLE LIFESPAN
Nothing Lasts Forever, Including
Your Bike
When the useful life of your bike or its components is
over, continued use is hazardous.
Every GT bicycle frame and the components attached
to the frame have a nite, limited useful life. The
length of that life will vary with the construction and
materials used in the frame and components, the
maintenance and care the frame and components
receive over their life and the type and amount of
use the frame and components are subjected. Use
in competitive events, trick riding, ramp riding,
jumping, aggressive riding, riding on severe terrain,
riding in severe climates, riding with heavy loads,
commercial activities and other types of non-standard
use can dramatically shorten the life of the frame and
components. Any one or a combination of these
conditions may result in an unpredictable breakage.
ALL FRAMES AND COMPONENTS SHOULD
BE PERIODICALLY CHECKED BY AN
AUTHORIZED GT DEALER for indicators
of stress and/or potential breakage , including
cracks, deformation, delamination, creaking sounds,
corrosion, paint peeling, dents, and any other
indicators of potential problems, inappropriate use
or abuse. These are important safety checks and very
important to help prevent accidents, bodily injury to
the rider and shortened product life. (See PART I,
Section 5 Service and PART II, Section D. Inspect For
Safety)
Useful Life of Lightweight Frames
Lightweight frames and components usually have
shorter lives. For example, all aspects of use being
identical, a lightweight frame will have a shorter life
than a heavier frame.
In selecting lightweight frames and components
you are making a trade-o, favoring the higher
performance that comes with light weight over
longevity. So, If you choose lightweight, high
performance equipment, be sure to inspect it
frequently.
76 77
PART II
SECTION E.
MAINTENANCE
WARNING
INSPECTION AND MAINTENANCE ARE
IMPORTANT TO YOUR SAFETY AND
THE LONGEVITY OF YOUR BICYCLE.
Any part of a poorly maintained bike
can break or malfunction leading to an
accident where you can be killed, severely
injured or paralyzed.
Please ask your Authorized GT Dealer to help
you develop a complete maintenance program,
a program which includes a list of the parts on
your bike for YOU to check regularly. Frequent
checks are necessary to identify the problems that
can lead
to an accident.
YOU CAN BE SEVERELY INJURED,
PARALYZED OR KILLED IN AN
ACCIDENT IF YOU IGNORE THIS
WARNING.
30 DAY SERVICE
Many retailers oer a special on the rst service of
your new bike. Whether it is free or not, please be
sure to have this rst service done. The rst service
is very important. Many parts of the bike will break
in, bed in, stretch or seat themselves through use.
This is true even with a perfectly assembled new bike.
The rst service is the chance to make all the small
adjustments that will enhance the safety, performance
and durability of your new bike.
This is as important as the rst oil change on a
new car. This rst service also gives you the perfect
opportunity to ask questions arising from reading the
manuals and actually riding your new bike, take steps
to ne tune your t and comfort on the bike, and add
accessories to suit your needs.
CLEANING
Use only water and dishwashing liquid.
On suspension forks and shocks, cover adjustment
knobs and air lter (if equipped) with a clean plastic
bag secured temporarily with a rubber band or
masking tape.
Before wiping away dirt, use an ordinary water hose to
gently spray o heavy soils and dirt.
CAUTION
DO NOT POWER WASH or spray water
under high pressure to clean. Power washing
will force contaminants into parts where they will
promote corrosion, immediately damage, or result
in accelerated wear.
DO NOT USE COMPRESSED AIR TO
DRY.
DO NOT USE ABRASIVE OR HARSH
CHEMICAL CLEANER/SOLVENTS which
can damage the nish or attack and destroy both
the outside and internal parts.
When rinsing, avoid directing the spray directly at
shock/fork adjusters or bearings.
PREVENTING CORROSION
After cleaning and drying it is a good idea to lightly
coat the water bottle bosses with a water displacing
lubricant such as Tri-Flow or WD40 to minimize
corrosion from sweat and salt. This is particularly
important on bicycles used in coastal salt air
environments and those drenched in sweat on an
indoor trainer.
To thoroughly clean the frame it is desirable to remove
components. This is best done in conjunction with a
periodic overhaul by an Authorized GT Dealer.
78 79
PART II
LUBRICATION
After cleaning your bike you should lubricate it. The
chain should be lubricated. Consult with your retailer
to choose among the many types of chain lubes best
suited to your climate and riding conditions. The pivot
points on your derailluers should be lubricated. Apply
a small drop of oil to each pivot point and wipe o
the excess.
Periodically, depending upon how, how often, and
where you ride and the design of the components
on your bike, other lubrication must be part of your
maintenance. Some of you will know how to perform
the procedures on this check list, while others will
need to take the bike to a dealer. If you are not an
experienced and skilled bicycle mechanic, take your
bike to a retailer.
Other Lubrication Checklist
• Derailleur cables
• Brake cables
• Brake pivots
• Headset bearings
• Bottom bracket bearings
• Hub bearings
• Freehub
• Seat post to seat tube, See page 74.
• Stem to steering tube
• See also applicable owner’s manual
supplements.
TIGHTENING TORQUES
Correct tightening torque for the fasteners (bolts,
screws, nuts) on your bicycle is very important to your
safety. Correct tightening torque for the fasteners is
also important for the durability and performance
of your bicycle. We urge you to have your Dealer
correctly torque all fasteners using a torque wrench.
If you decide to torque fasteners yourself always use a
torque wrench.
Find Tightening Torque Information
for Your Bike
The wide range of bicycle models and
components used means that a listing of
tightening torque would be out of date by the
time it was published. Many fasteners should be
installed with a thread locking adhesive such as
Loctite ®.
To determine correct tightening torque
and any adhesive application for a
fastener we ask you to check:
■ Markings on the component. Many
components are marked. On-product
marking is becoming common.
■ Torque specs in the component
manufacturers instructions shipped with
your bicycle.
■ Torque specs listed on the websites of
component manufacturers.
■ With your Dealer. Dealers have access to
current data and have experience with
correct torque for most fasteners.
78 79
PART II
BICYCLE REPAIR /
WORK STANDS
The clamping jaws of a bike stand can generate a
crushing force strong enough to seriously damage
your frame. See next gure.
CAUTION
Never place your bike in a bike stand by clamping
the frame.
Place your bike in a stand by extending the seat
post and positioning the stand clamp on the
extended seat post. Don’t extend beyond the
MINIMUM INSERT line marked on the seat
post.
Since your carbon seat post can also be damaged
by clamping force, adjust the stand clamp for the
minimum clamping force needed to secure the
bike.
Also, before clamping, clean the post and protect
the seat post nish with a rag.
RIDING THROUGH WATER
CAUTION
“Sealed” components, headsets, bottom brackets
and hubs) are eective at keeping mud and grit
out of your bearings.
However, any bike that is submerged or exposed
to large amounts of water will require a complete
bearing overhaul to prevent extensive—and
expensive—damage.
Figure 22.
PROTECT CARBON
BIKES FROM EXTREME
TEMPERATURES
• Protect your carbon bike from extreme
temperatures when storing or transporting it.
• Allow your bike to cool o or warm-up before
you ride
• Do not store your bike in places where the
temperature will exceed 66.5C° (150°F).
For example, do not leave your bike lying at in a
black pickup truck bed in the desert sun, or, under
the glass of a hatchback auto.
INCORRECT
CORRECT
80 81
PART II
APPLYING FRAME
PROTECTION
Some areas of your bicycle require protection from
abrasion. If protection is not in place, damage
can result. Please consult with your Authorized GT
Dealer about the replacement location and position of
these various frame protections.
NOTE: Damage to your bike resulting cable rub is not covered
under your warranty. Make sure the protections indicated below
are in place whenever you ride your bike. Ask your GT Dealer
for help.
Housing and Cable Guides
Normal line and cable movement against the frame
can wear away painted nishes and decals.
Figure 23.
To apply the guard material:
1. Clean the frame with a mild detergent and wipe
dry with a clean towel. Do not use solvents or
harsh chemicals to clean the frame. OPTIONAL:
Trim the adhesive guard material to the shape
required.
2. Remove the backing and position the guard under
the cable/ line.
3. Rub the guard rmly against the frame with your
ngers to x it in place.
4. Periodically, recheck the guards and other areas
of the frame as you continue to ride. Replace the
guards if they wear out.
Also, adhesive frame guards are not a x for
incorrectly installed or routed cables or lines. If you
nd that applied guards are wearing out very quickly,
consult with your GT Dealer about the routing on
your bike.
Figure 24.
THIS PHOTO SHOWS A TYPICAL USE OF
GUARD MATERIAL AT A CONTACT POINT.
■ Headtube area
■ Seattube
■ Pivots areas
■ Anywhere a control cable or housing
may contact the frame.
CAUTION
Over time, cable rubbing can wear into the
frame itself causing very serious frame damage.
Check over your bike after your rst few rides.
Apply the guard material where rubbing is
found. When applied correctly and renewed
when worn, the guard material is good protection
for your bike.
80 81
PART II
Right Chainstay Plate
On mountain or road bikes, the chainstay plate
is located on the right chainstay just behind the
chainrings. This plate protects the carbon
(composite) chainstay from damage in the event the
chain is dropped from the chainring.
Figure 25.
Downtube Protector
On mountain bikes, placement on the down tube
protector on the downtube reduces the potential for
damage caused by debris thrown by the wheel. For
some bikes, the protector is a tted adhesive backed
material. Some bike models may have light weight
plastic formed guards.
Figure 26.
Chainstay Protector
On mountain or road bikes, the chainstay protector
is a clear, adhesive lm applied to the upper surface
of the right chainstay. This protector can prevent
damage to the chainstay caused by the chain.
On mountain bikes, a wrap-around or snap on type
protector can be installed as additional protection.
82 83
PART II
WATER BOTTLES
Side impacts to a water bottle or cage can result in
damage threaded inserts due to the leverage on a very
small area. In a crash, certainly the last thing you
should be worried about is saving the threaded inserts
in your frame. However, when you are storing or
transporting your bike, take steps to prevent situations
where a water bottle may be hit or bumped by a
strong force that would cause damage. Remove bottle
and cage when you are packing your bike for travel.
Periodically check the attachment of the bottle cage;
tighten the cage bolts if necessary. Don’t ride with a
loose bottle cage. Riding with loose cage bolts can
produce a rocking motion or vibration of the attached
cage. A loose cage will damage the insert and possibly
lead to the inserts to pull out. It may be possible to
repair a loose insert, or install another insert only
if the frame is undamaged. Replacement requires
the use of a special tool. If you notice damage to
the threaded insert, please ask your Authorized GT
Dealer for help.
CAUTION
WATER BOTTLES - An impact, crash, or loose
bottle cage can result in damage to your frame.
This kind of damage is not covered by the GT
Limited Warranty.
82 83
PART II
SECTION F.
GT LIMITED WARRANTY
The following limited warranty policy is eective
beginning products in 2015 model year:
The specic warranty covering your GT bicycle is governed
by the law of the state or country in which it was purchased,
and applies only to bicycles purchased from Authorized GT
Retailers.
FRAMES: (frame, fork structure, swing arm): GT frames
(except frames for Bump, Gravity, Freeride, and Dirt Jumping
bikes, see below) are warranted by CYCLING SPORTS
GROUP, Inc., 1 Cannondale Way, Wilton CT, 06897, against
manufacturing defects in materials and/or workmanship for
the lifetime of the original owner.
GT frames for Bump, Gravity, Freeride, and Dirt Jumping bikes
(such as Fury, Sanction, Distortion, Ruckus, and La Bomba are
warranted against manufacturing defects in materials and/or
workmanship for a period of three (3) years from the date of
original retail purchase. The Bump, Gravity, Freeride, and Dirt
Jumping warranty does not cover any Bump, Gravity, Freeride,
and Dirt Jumping bike purchased and used for rental purchase.
The Bump, Gravity, Freeride, and Dirt Jumping warranty
diers from the warranty as stated in the GT Owner’s Manual
only in its term. All other conditions apply.
COMPONENTS: All other components, including frame
xtures and nishes (paint and decals) are warranted against
manufacturing defects in materials and/or workmanship for a
period of one year from the date of original retail purchase.
Components used on rental eet bikes are not covered by this
one year warranty.
Suspension forks (other than those made by GT) are not
covered by this limited warranty, but are separately covered by
the stated warranty of their manufacturer.
TERMS OF LIMITED WARRANTY: This limited
warranty is not meant to suggest or imply that the bicycle
cannot be broken or will last forever. It does mean that the
bicycle is covered subject to the terms of the limited warranty.
This limited warranty applies only to the original owner of a
GT bicycle and is not transferable to subsequent owners.
For any warranty claim to be considered, the bicycle must be
brought in to an Authorized GT Bicycle Retailer on the same
continent on which the bicycle was purchased. The bicycle
must be in assembled condition and accompanied by the
original, dated sales receipt for the bicycle. (Be sure to keep your
receipt in a safe place.)
This limited warranty is void if the bicycle is subjected to abuse,
neglect, improper repair, improper maintenance, alteration,
modication, an accident or other abnormal, excessive, or
improper use.
This limited warranty applies only to bicycles purchased in
fully assembled and adjusted condition from Authorized GT
Retailers or other outlets specically authorized by GT to
distribute GT bicycles.
Damage resulting from normal wear and tear, including the
results of fatigue, is not covered. Fatigue damage is a symptom
of the frame being worn out through normal use. It is one kind
of normal wear and tear, and it is the owner’s responsibility to
inspect his/her bicycle. See Section 5. and D.
Damage resulting from corrosion is not covered.
Damage resulting from improper assembly or maintenance, or
from installation of parts and accessories not compatible with
the GT bicycle, is not covered.
All labor charges for warranty service, including the transfer of
components and/or any installation of new components, are
the responsibility of the bicycle’s owner.
Due to product evolution and obsolescence, some components
may not be available for older models. In these cases, sourcing
and paying for components is the responsibility of the bicycle
owner.
During the duration of this limited warranty, CYCLING
SPORTS GROUP, INC. will either repair any defective frame
or component, or, at our option, replace any defective frame or
component with the same or most nearly comparable model
or component then available. THIS IS THE EXCLUSIVE
REMEDY UNDER THIS WARRANTY. ANY AND ALL
OTHER REMEDIES AND DAMAGES THAT MAY
OTHERWISE BE APPLICABLE ARE EXCLUDED,
INCLUDING, BUT NOT LIMITED TO, INCIDENTAL
OR CONSEQUENTIAL DAMAGES OR PUNITIVE
DAMAGES.
THIS IS THE ONLY WARRANTY MADE BY
CYCLING SPORTS GROUP, INC ON ITS FRAMES
AND COMPONENTS, AND THERE ARE NO
WARRANTIES WHICH EXTEND BEYOND THE
DESCRIPTION HEREIN. ANY WARRANTIES THAT
MAY OTHERWISE BE IMPLIED BY LAW INCLUDING,
BUT NOT LIMITED TO, ANY IMPLIED WARRANTY
OF MERCHANTABILITY OR FITNESS FOR A
PARTICULAR PURPOSE, ARE EXCLUDED.
Please refer to the documents included with your bicycle for
possible further restrictions.
This Limited Warranty gives the consumer specic legal rights.
The consumer may also have other legal rights which vary from
state to state or country to country. Some states and countries
do not allow the exclusion or limitation of incidental or
consequential damages or warranties, so the above limitations
or exclusions may not apply to you. If it is determined by a
court of competent jurisdiction that a certain provision of this
limited warranty does not apply, such determination shall not
aect any other provision of this limited warranty and all other
provisions shall remain in eect.
(01/14)
84 85
PART II
PRODUCT REGISTRATION
We encourage you to register your bike with us.
Registration helps us ensure your continued
satisfaction as well as enabling us to contact you with
important product recall safety information at a later
time.
Please obtain the bike serial number and visit our
website to complete the registration:
http://www.gtbicycles.com/bike-registration/
WARNING
Please register your bike with us. If you don’t,
we may not be able to contact you directly with
important safety recall information.
We respect your privacy, see http://www.gtbicycles.
com/privacy-policy/ for details.
SERIAL NUMBER
The serial number for your bike is located :
• On the bike’s bottom bracket. See below.
• The serial number should also appear on your
original sales receipt.
Please note that you must have your original
proof of purchase (sales receipt) when
presenting a warranty claim. Be sure to keep
it in a safe place.
Service Sticker Location
(opposite side of the serial number)
Serial Number Location
(bike shown upside down)
84 85
PART II
GT AUTHORIZED
DISTRIBUTORS
The following lists are subject to change
without notice:
ARGENTINA: PG Bikes S.A., Av.Ciudad de Valparaiso 4815
( X5016HM) Cordoba Argentina, tel: 54 351 4936060, fax: 54
351 4931003, email: carlos@karabitian.com.ar
BELARUS: Velozona, Novatorskaja 2A, 220053 Minsk,
Belarus, tel: +375 17 3318027, email: contact@velozona.by
BOSNIA: Ciklo Centar d.o.o., Hamze Čelenke 58, 71210
Ilidža, Bosnia, Tel: +387/33 209 648, www.ciklocentar.com
BRAZIL: Caloi S.A. , R.Dom Pedro I KM87 Ce B.Maua
Pista Norte Ed.Camoes, S/N Ponte Alta UN 41 CEP 12954-
260, Atibaia Sao Paulo Brazil, tel:/fax: 55-11-5853-2744,
ww.caloi.com
BULGARIA: S. Gatsoulis Ltd., Vitinis 26 STR, 14342,
New Philadelphia, Greece, tel: +306-9367-52035, email:
gatsoulis@gatsoulis.gr, www.gatsoulis.gr
CAMBODIA: Flying Bikes Shop, No.8 Street 114, Phnom
Penh, tel: +85 5128 06035, email: py.catry@comin.com.kh
CHILE: Importaciones e Inversiones Valencia S.A.,
San Pablo 1910, Santiagofc, 8340230, Chile, emal:
santiagomartinezl@bianchi.cl
COLOMBIA: Len Importaciones Ltda., Calle 18 No. 14
- 05, Barrio Gaitán, Bucaramanga, Colombia, tel: 57 7 671
2222, email: carlos@lenimp.com
COSTA RICA: Cobicondor, SA, P.O. Box 42-3006, San Jose,
Costa Rica, email: jacobo@cobicondor.com
CROATIA: THR d.o.o., Kastavska 23, 51211 Matulji,
Croatia, tel: +38 551.277.094, email: experience@hi.t-com.
hr, www.bicikla.hr
CYPRUS: Apena Publications, 1 SC Stasinou, 2404,
Nicosia, Cyprus, tel: +357-2235-6673,
email: duke@apena.com.cy
CZECH REPUBLIC: Aspire Sports s.r.o.. Karasek 11,
621 00 Brno, Czech Republic, 00420 532 199 540, info@
bikecentrum.cz, aspire@aspire.cz
DENMARK: Scan Bike APS, Frichsvej 17, DK-8600,
Silkeborg, Denmark, tel: +454-056-8068, email: la@gt.dk,
www.scan-bike.dk
DOMINICAN REPUBLIC: Bartolomé Colón, Santiago,
Dominican Republic, nieves@bicicentro.com.do
ECUADOR: De Dino Representaciones, Amazonas 43-208 y
Rio Coca Quito, Pichincha, email: dinorgt@hotmail.com
ESTONIA: Extreme Sport AS, Extreme Sport AS, Merivälja
tee 1, 11911 Tallinn, Estonia, tel: +372 650 8686, email:
priit@extreme.ee, www.extreme.ee
FAROE ISLANDS: Scan Bike APS, Frichsvej 17, DK-8600,
Silkeborg, Denmark, tel: +454-056-8068, email: la@gt.dk,
www.scan-bike.dk
FINLAND: Oy Sand and Sea, Fredrikinkatu 66 B20, 100
Helsinki, Finland, tel: +348-2072-09280, email: info@
sandsea., www.sandsea.
GEORGIA: DV Sport, 2/10 Toidze Str. Tiblisi Georgia
138, tel: +995-323-97999/+995-779-91122, email: dvsport@
dvsport.ge
GREECE: S. Gatsoulis Ltd., Vitinis 26 STR, 14342,
New Philadelphia, Greece, tel: +306-9367-52035, email:
gatsoulis@gatsoulis.gr, www.gatsoulis.gr
GREENLAND: Scan Bike APS, Frichsvej 17, DK-8600,
Silkeborg, Denmark, tel: +454-056-8068, la@gt.dk, www.
scan-bike.dk
GUAM: Hornet, PO Box 8294, Tamuning, Guam 96931,
tel: +1 671 646-9191, fax: +1 671 646-1900, email: hikko@
guamcell.net
HONG KONG: Wun Pang Bicycle Company Limited, Flt
D, 2/F, Hung Wai Ind Bldg, 3 Hi Yip Street, Yuen Long, N.T,
H.K, tel: + 852 2476 4542, fax: + 852 2476 4546, email:
terence@wunpangbicycle.com
HUNGARY: Neuzer, Eotvos srt. 48 , 2500 Komarom-
Esztergom, Hungary, tel: +367-0380-4466, email:kaposi.z@
neuzer-bike.hu, http://www.neuzer.hu
ICELAND: Sportver, Glerartorgi, 600 Akureyri, Iceland, tel:
+354-898-7320, email: sportver@nett.is
INDIA: TI Cycles of India, Post Bag No. 5, M.T.H Road
Ambattur, Chennai- 600053, tel: +91-44-4209 3591, fax: +91-
44-4229 3344, email: ramamoorthykc@tii.murugappa.com
INDONESIA: WIM CYCLE, JL.Raya Bambe Km 20 Desa
Bambe Kecematan Driyorejo Kabupaten Gresik 61177 Jawa
Timur Indonesia, tel: + 62 31 750 7021, fax: +62 31 750
8088, email: anne@wimcycle.biz
ISRAEL: Rosen and Meents, 46 Hagaatoon Ave, 22381
Naharyra, Israel, tel: +972-4982-9333, email:hanam@rosen-
meents.co.il, www.rosen-meents.co.il
JAPAN: Riteway Products Japan, 102 Ikebukuro City Heights,
3-18-34 Minami Ikebukuro, 171-0022, Toshima-ku,Tokyo,
tel: +81-3-5950-6002, fax: +81-3-5956-8028, website: www.
riteway-jp.com, email: ninaba@riteway-jp.com
KAZAKHSTAN: All Sport, Seifulin str.510, Almaty,
Kazakhstan, tel: +777-7217-7708, email: allsports.kz@gmail.
com
KYRGYZ REPUBLIC: Gergert Sport, Gorkogo str. 119,
720000, Bishkek, Kyrgyz Republic, tel: +996 312 541611,
email:info@gergert.kg, www.gergert.kg
MACEDONIA: VEKON INT, Partizanski odredi 60, 1000
Skopje, Macedonia, tel: +389 2 321 2108, email: info@pro-
sport.com.mk, www.pro-sport.com.mk
86 87
PART II
MALTA: Pedal Power, 56 Triq Is-Stazzjon, B’Kara BKR 12,
Malta, tel: +356 212 27265, email:pedpower@go.net.mt,
http://www.pedpowermalta.com
MONGOLIA: CMGTS Co., Ltd, Khan-Uul District, 1-r
khoroo, Odod Khothon, 37B Building,Flat #0, Mongolia, tel:
+ 97 6113 28317, fax: + 97 6113 28277, email: noojorgil@
gmail.com
MONTENEGRO: APEX d.o.o., ul. Ve imira Terzica 5,
81000 PODGORICA, Monte Negro, tel: +382 67 512 260,
email: rubiconpg@gmail.com, http://www.rubiconshop.me
MOROCCO: WOSP/My Maroc (World of Sports
Products), #1 Rue Al Houndoub Secteur 4, Bloc G, Hay Riad,
10100 Rabat Morocco, tel: +212-67-140-0510,
email: wosp@my-maroc.com
NEPAL: Cycle Nine – Green & Green PVT.LTD Cycle Nine,
House # 396, Uttar Dhoka Marg (Behind Royal Museum) tel:
+ 977-1-4421360, email: cyclenine@greenngreen.net
NEW ZEALAND: W.H. Worrall & Co., PO Box 12481,
Penrose, Auckland New Zealand, tel: + 64-9-636-0641, fax: +
64-9-636-0631, email: DaveM@worrall.co.nz
NORWAY: Beach Mountain AS, Ostre Rosten 102, N-7075
Tiller, Norway, tel: 72 89 61 00, www.beach-mountain.no
PAKISTAN: Lords International , Clifton & Zamzama Lane
6, Karachi, Pakistan 75530, tel:+ 358021236, +35215322
PANAMA: SEMFYL, SA (Discovery Center), Tumba
Muerto, Panama City, Panama, tel: (507) 230-5421, (507) 230-
4681, fax: (507) 230-3869
PARAGUAY: Chacomer S.A.E., Avda. Eusebio Avala N
3321 c/Rca, Argentina, Paraguay, tel: (595) 21 518 0000,
chacomer@chacomer.com.py
PHILIPPINES: Faren Enterprises, 59 Bansalangin St.
1105, Zuezon City., tel: + 63 2372 2807, fax: + 63 2372 2311,
email: hans125@skydsl.com.ph
POLAND: Summit S.A., ul. Raclawicka 20 , PL 627 001 25
65, Chorzow, tel: +4832-349-0421
REUNION ISLAND: Comptoir De L’ocean Indien, 1 Rue
Gustave Eiel, 97829 Le Port, Reunion Island, tel: +262-
2624-22182, www.coi.re
ROMANIA: DHS Group, Deva, Str. Santuhalm, nr. 35A,
Romania, tel: +0254 210001 / 0372546910, email: oce@
dhsbike.ro, www.dhsbike.ro
RUSSIA: Performance Sport,Olympiysky Prospect
16/2,Moscow, 129110, Russia, tel: 007 495 789-42-97, fax:
007 495 789-42-97
SERBIA: Factory Store d.o.o., Grize 125, 3302 Grize,
Slovenia, tel: +386 (0)3 710 36 86
SINGAPORE: Cappa Trading Pte. Ltd., No. 85 Kaki Bukit
Ave. 1, Sun Li Industrial Park, 417955, Singapore, tel: + 65-
6841-1515, fax: + 65-6842-5133,
email: catherine@cappa.com.sg
SLOVAKIA: Aspire Sports s.r.o.. Karasek 11, 621 00 Brno,
Czech Republic, tel: +420 532 199 540, info@bikecentrum.
cz, email:aspire@aspire.cz
SLOVENIA: Factory store d.o.o., Griže 125, 3302 Griže,
Slovenia, tel: +386 (0)3 710 36 86
SPAIN: Macario Llorente S.A., Tales de Mileto, #2;
Poligono Industrial Mapfre, 28806 Madrid, tel: +3491-887-
3737, email: gt@macario.com
SRI LANKA: Veritas Technologies, 39 1/1 Horton Place
Colombo 07 Colombo Sir Lanka, tel: 072-221-4740
SOUTH AFRICA: Omnico PTY Ltd., Omnico (PTY) Ltd,
Unit 1 B Kimbult Industrial park, 8 Zeiss Road, Honeydew,
South Africa, 2170, tel: +27(0)117943808,
http://www.omnico.co.za
SOUTH KOREA: Very Good Leisure Co., Ltd. 121-61
Dangsan-Dong 6 ga, YoungDeungpo-gu, 150-046, Seoul, tel:
+ 82 2 3014 4074, fax: + 82 2 569 4678,
email: sunny@cellosports.com
SWITZERLAND: Velobaze AG, Wagistrasse 7, CH-8952
Schlieren, Switzerland, +414-4773-2020, hello@velo.com
TAHITI: Pacic Cycles, 40 Rue Paul Gauguin, Papeete
Tahiti, tel: 689-450-451, fax: 689-855-600, email: pacic.
cycles@mail.pf, www.paciccycles.pf
TAIWAN: TBI Company, 2F, No. 29, Lane 119, Section 1,
Chung-Shan Rd. Changhwa City., tel: + 886-4-7117658, fax:
+ 886-4-7511868, email: anitawu@gtbike.com.tw,www.gtbike.
com.tw
THAILAND: Worldwide Connection, 816-818 Songwad
Road, Chakrawad, Sampantawong, 10100, Bangkok,
tel: + 66 2 394 4416, fax: + 66 2 650 7862, email: world@
truemail.co.th, choochai@worldwidebike.net
TURKEY: Delta Bisiklet HQ, BosnaHersek Cd. 20/D,
06510, Emek Ankara, Turkey, tel: +903122236027, email:
info@deltabisiklet.com, www.deltabisiklet.com
UKRAINE: Performance Sport,Olympiysky Prospect
16/2,Moscow, 129110, Russia, tel: 007 495 789-42-97,
Fax: 007 495 789-42-97
UNITED ARAB EMIRATES: Sportz Unlimited, Prozone
P.O. Box # 123500 Dubai, tel: +9714 33-88644,
URUGUAY: Motociclo S.A, Avda. Sayago 1385 CP 12400,
Montevideo, Uruguay, nlamaita@Motociclo.com.uy
VENEZUELA: Bici Bikes, 2A AV., Ed. Artel:ito local 5
(WINDCTR) Los Palos Grandes, 1041, Caracas, Venezuela,
email: mario@latinbike.com
VIETNAM: Jett Cycles, 348-350 Tran Phu St., Ward 7 Dist.5
Ho Chi Minh City Vietnam, tel: + 84 8 3853 9018,
fax: + 84 8 3853 9017, email: daniel@jett-cycles.com
(02/14)
86 87
PART II
AUSTRALIAN
CONSUMER LAW
Limited Warranty Statement for
Australia
(applies to goods sold after 1 January 2012)
Our goods come with guarantees that cannot be
excluded under Australian Consumer Law. According
to these guarantees you are entitled to a replacement
or refund for a major failure of the goods and for
compensation for any other reasonably foreseeable
loss or damage. You are also entitled to have the
goods repaired or replaced if the goods fail to be of
acceptable quality and the failure does not amount to
a major failure’
A major failure will exist when the item:
- has a problem that would have stopped someone
from buying the item if they had known about it;
- is unsafe;
- is signicantly dierent from the sample or
description; or
- it does not do what we said it would, or what you
asked for and cannot be easily xed.
If the problem is not a major problem, we will repair
the item within a reasonable time. If it is not repaired
in a reasonable time you can choose a refund or
replacement.
In addition to these guarantees, your purchase
includes the following limited warranty which is in
lieu of all other express warranties. This warranty is
extended only to the initial consumer/ purchaser and
gives that consumer/purchaser specic legal rights.
You may have other legal rights which vary between
States and Territories, some of which do not allow
the exclusion or limitation of claims for incidental or
consequential damages or limitations on how long
implied warranties last, so the above limitations or
exclusions may not apply.
Frame Warranty (frame, fork structure, swing
arms)
GT frames (except frames for Freeride, and Dirt Jumping
bikes- see below) are warranted by Monza Imports Bicycle
against manufacturing defect (dened as a defect in
materials or workmanship as delivered with the product)
for the lifetime of the original owner.
GT frames for Freeride and Dirt Jumping bikes (such as
Fury, Sanction, Distortion. Ruckus, and La Bomba) are
warranted against manufacturing defect for a period of
3-years from the date of original purchase. The Freeride
/ Dirt Jump warranty does not cover any bike purchased
and/or used for rental purposes. The Gravity/Freeride
/ Dirt Jump warranty diers from the warranty as stated
in the GT Owner’s Manual only in its terms. All other
conditions apply.
Components
All other components, internal parts, suspension
parts, frame xtures and nishes (paint and decals) are
warranted against manufacturing defects in materials
and/or workmanship for a period of one (1) year from
the date of original retail purchase.
Suspension forks (other than those made by GT) are
not covered by this limited warranty, but are separately
covered by the stated warranty of their manufacturer.
Most non-proprietary components have a limited
warranty oered by the component manufacturer
directly. Please contact your Authorized GT Dealer for
additional information on making a warranty claim on
such a part. All other parts except Normal Wear Parts
(see denition below) are guaranteed against a defect in
materials or workmanship for a period of one (1) year
from the date of original purchase, subject to the terms
and conditions of this limited warranty. If failure of a part
should occur during the warranty period, the part will
be replaced. Please contact an Authorized GT Dealer to
initiate a warranty claim on your behalf. All parts must
be returned for inspection at the customer’s expense and
be accompanied by a copy of the original and dated
proof of purchase. Normal Wear parts, dened as grips,
tubes, tyres, cables, brake shoes, and saddle covering
have a thirty (30) day limited warranty. Claims against
Normal Wear parts and missing parts must be made
within thirty (30) days of purchase. Please contact your
local Authorized GT Dealer for warranty assistance on
components.
(continued on next page...)
88 89
PART II
(continued from previous page)
Terms of Limited Warranty
This limited warranty is not meant to suggest or imply
that the bicycle cannot be broken or will last forever.
This limited warranty applies only to the original owner
of a GT bicycle and is not transferable to subsequent
owners.
For any warranty claim to be considered, the bicycle
must be brought to an Authorized GT Dealer on the
same continent on which the bicycle was purchased.
The bicycle must be in an assembled condition and
accompanied by the original receipt for the bicycle.
This limited warranty is void if the bicycle is subjected to
abuse, neglect, improper repair, improper maintenance,
alteration, modication, an accident or other abnormal,
excessive or improper use.
This limited warranty applies only to bicycles purchased
in fully assembled and adjusted condition from Authorized
GT Dealer or other outlets specically authorised by GT
to distribute GT bicycles.
Damage resulting from normal wear and tear, including
the results of fatigue, is not covered. Fatigue damage is a
symptom of the frame being worn out through normal
use. It is one kind of normal wear and tear, and it is
the owner’s responsibility to inspect his/her bicycle. All
bicycles and frame sets should be periodically checked
by an Authorized GT Dealer for indications of potential
problems, inappropriate use and/or abuse.
Damage resulting from corrosion is not covered.
Damage resulting from improper assembly or
maintenance, or from installation of parts and accessories
not compatible with the GT bicycle, is not covered.
All labor charges for warranty service, including the
transfer of components and/or any installation of new
components, are the responsibility of the bicycle’s owner.
Due to product evolution and obsolescence, some
components may not be available for older models. In
these cases, sourcing and paying for components is the
responsibility of the bicycle owner.
If frame failure should occur due to faulty materials or
workmanship during the guarantee period, the frame or
component will be replaced with the same or most nearly
compatible frame or component then available.
If a frame is replaced under these provisions, the warranty
period applicable to this replacement expires at the expiry
date applicable to the original frame’s warranty time limit.
For frame replacement under the limited warranty, please
contact the Authorized GT Dealer from which the bicycle
was purchased and that Authorized GT Dealers will
contact us to initiate a warranty claim on your behalf.
Frames must be returned for inspection at the customer’s
expense and include a copy of the original and dated
purchasing receipt.
Please note: The fork is not part of the frame and
bushings and other pivot hardware on rear suspension
frames are not part of the frame.
Exclusions from Limited Warranty
The limited warranty does not cover paint damage, rust,
any modication made to the bicycle, normal wear and
tear, improper assembly or maintenance, installation of
parts or accessories not originally intended or compatible
with the bicycle as sold and costs of installation, assembly
and disassembly. The warranty does not apply to damage
or failure due to accident, abuse, misuse, neglect or theft.
Claims involving these issues will not be accepted.
Please retain and refer to your GT Bicycle Owners
Manual for other relevant information regarding your
bicycle.
Apart from the consumer guarantees referred to above
(which cannot be excluded under Australian Consumer
Law), these are the only warranties given by Monza
Imports Bicycle . Any warranty that might otherwise be
implied by law including, but not limited to, the implied
warranty of merchantability and the implied warranty of
tness for a particular purpose are limited strictly to the
applicable length of this limited warranty.
If you wish to make a claim under your consumer
guarantees or under the express warranties, you should
contact your original place of purchase or your nearest
Authorized GT Dealer with proof of purchase- eg receipt
details.
Distributed in Australia by:
Monza Imports Bicycle
18-24 Taras Avenue
Altona North VIC 3025
phone 03 8327 8080
bicyclesales@monzaiimports.com.au
www.monzaimports.com.au
88 89
PART II
SECTION G.
PRE-RIDE CHECKLIST
WARNING
FOLLOW THIS CHECKLIST BEFORE
EVERY RIDE. IF YOU HAVE ANY REASON
TO SUSPECT THAT YOUR BICYCLE IS
NOT FUNCTIONING PROPERLY, DO
NOT RIDE IT.
Have it inspected by an Authorized GT Dealer
To locate your nearest Authorized GT Dealer call
1-800-BIKE-USA. Failure to follow this checklist
and to have any potential problem inspected could
lead to an accident, with risk of serious injury,
paralysis or death.
Are you wearing a helmet and other
appropriate equipment and clothing, such as
protective glasses and gloves? Do not wear loose
clothing that could become entangled in the bicycle
(See PART I, Section 2.A The Basics).
Are your seatpost and stem securely fastened?
Twist the handlebars rmly from side to side while
holding the front wheel between your knees. The
stem must not move in the steering tube. Similarly, the
seatpost must be secure in the seat tube (See PART I,
Section 3. Fit).
Are you visible to motorists? If you are riding at
dusk, dawn or at night, you must make yourself visible
to motorists. Use front and rear lights and a strobe
or blinker. Reectors alone do not provide adequate
visibility. Wear reective clothing (See PART I, Section
2.E Night Riding and PART II, A. Important Safety
Information).
Is it raining or wet? If so, be more cautious. Your
braking distances will increase, and your tires’ grip
on the road will decrease. Remember that motorists’
visibility decreases with bad weather (See PART I,
Section 2.D Wet Weather Riding and PART II, A.
Important Safety Information)
Are your tires properly inated? Tires must
inated to the recommended pressure.
(See PART I, Section 4.G Tires and Tubes).
Are your wheels true? Lift each end of the bike
and spin each wheel. Does the space between the rim
and the brake pads, or the tire and the frame, remain
nearly the same size as the wheel turns? Are your
spokes tight? (See PART I, Section 1.C Mechanical
Safety Check).
Are your wheels’ quick-releases properly
fastened? Be sure to read the section on proper
operation of quick-release skewers (See PART I,
Section 4.A Wheels).
Are your front and rear brakes functioning
properly? With V-brakes, the quick release “noodle”
must be properly installed. With cantilever brakes, the
quick release straddle cable must be properly attached.
With caliper brakes the quick release lever must be
closed. With any rim brake, the brake pads must make
rm contact with the rim without the brake levers
hitting the handlebar grip (See PART I, Section 4.C
Brakes).
With hydraulic disc brakes, check that the lever feels
rm, does not move too close to the handlebar grip,
and there is no evidence of leaking brake uid. With
cable actuated disc brakes, check that the lever feels
rm and does not move too close to the handlebar
grip. With any disc brakes, the brake pads must make
rm contact with the rotor without the brake levers
hitting the handlebar grip (See PART I, Section 4.C
Brakes).
How do your clipless pedals work today?
Clip in and out of your pedals before you begin.
Experienced cyclists do. The connection between cleat
and pedal is aected by dozens of factors including
dirt, mud, lubrication, spring tension and wear. By
clipping in and out you will check the function and
have a fresh memory of how they feel (See PART I,
Section 4.E Pedals).
How recently were your frame, fork and
components inspected? Never ride a frame, fork
or components with any crack or damage. (See PART
II, - Section D. Inspect For Safety)
90 91
PART II
Some freestyle bicycles are equipped with a cable
detangler for the rear brake. See diagram of the cable
routing. If the upper cable is not already assembled,
insert the cable barrel end into the right (rear) brake
lever. Adjust the brake lever adjustment barrel so that
the slots line up with the brake lever and insert the upper
cable through the brake barrel slots. Rotate the barrel
so that the slots are no longer in line. Note that on the
upper cable, one of the cable casings is shorter than
the other. The shorter side should be on the right. This
is the shorter distance between the brake lever and the
upper detangler plate. Thread the adjusting barrels in
on both sides, and hook the cable ends into the bearing
unit. Note that the lower cable should already be hooked
into the lower tabs of the bearing unit. (gure above)
Next try squeezing the brake lever several times to be
sure all the cables are seated in the adjustment barrels. If
there is excess play before the brake cable starts to move,
this can be adjusted by unscrewing one or more of the
adjustment barrels.
First adjust the barrel adjuster at the mid point of the
upper cable until the brake lever does not have any free
play. Next squeeze the brake lever and allow it to return.
Check to see if the bearing unit bottoms out on the lower
detangler plate? If so, unscrew the adjust barrel further
until the bearing unit sits about 1mm above the lower
plate. This is the correct position for the bearing unit.
Rotate the handlebars back and forth, and then turn them
completely around 360 degrees. Note whether the bearing
unit spins quietly, or if it “ops” back and forth? If it has
any op, this can be ne tuned with the 4 adjustment
barrels in the upper and lower detangler plates.
The goal is to reduce or eliminate as much of the op
as possible, while keeping the brake function consistent.
While turning the handlebars 360 degrees, note whether
the plate ops forward and back, or if it ops the same
way. If it ops forward and back, adjust the upper cable
barrel adjusters until the op is reduced. If the op is
the same way, then adjust the lower cables until the op
is reduced. Sometimes both need to be adjusted. The
best thing to do is to adjust the lower cables rst until the
bearing unit has an equal gap on the left and right sides,
then adjust the upper barrel adjusters until the op is
minimal or none at all.
Now follow the brake adjustments for the type of brake
the bike is equipped with (Caliper or U brake).
APPENDIX A.
Barrel end
Upper cable
(short casing)
Single cable casing
Cable adjuster
Cable splitter
Upper cable
(long casing)
Upper plate
Minimum 3mm (3/32”)
Bearing
Football ends
Lower plate
Lower cable
Lower cable
Locknut
Minimum 1mm (1/32”)
Keyed washer
Set for maximum travel
Locknut
Adjusting barrel
CABLE DETANGLER
90 91
PART II
MAXIMUM FORK LENGTH (Mountain Bikes)
Maximum Fork Length is an important frame safety testing specication for front suspension mountain bikes.
You must observe the measurement when installing headset parts, headset adapters, installing and adjusting a
fork, and selecting replacement forks.
TO CENTER OF
THE FORK AXLE
FROM
BOTTOM OF FRAME
HEAD TUBE
Headset
MAXIMUM
FORK
LENGTH
WARNING
YOU MUST SELECT A REPLACEMENT FORK NOT ONLY BASED ON HEAD TUBE
DIAMETER BUT THE CRITICAL FACTOR OF FRAME MAXIMUM FORK LENGTH
DO NOT EXCEED MAXIMUM FORK LENGTH. Exceeding the MAXIMUM FORK LENGTH
limit can overload the frame causing it to break while riding.
Your retailer MUST follow observe this specication for your bike. For Maximum Fork Length specications
for GT bicycles, see http://www.gtbikes.com/
YOU CAN BE SEVERELY INJURED, PARALYZED OR KILLED IN AN ACCIDENT
IF YOU IGNORE THIS WARNING.
APPENDIX B.
92 93
PART II
CARE AND MAINTENANCE
OF CARBON FIBER
SEAT POSTS
Inserting the Seat Post
Check the seat tube (1) opening , and slot (2) carefully
for sharp edges or burrs. Anything that can scratch,
score, gouge, or cut the seat post can cause serious
damage leading to breakage of the seat post.
Sharp edges or burrs can be removed by hand by
lightly sanding with a very ne sandpaper (400 grit).
The should feel very smooth without jagged edges or
nicks.
(1)
(2)
Figure 32.
1. Make sure the seat post, seat binder, and seat tube
are clean.
2. Apply small amount of a carbon seat post gel to
seat post surface. The gel adds desirable friction
and minimizes corossion. It will help keep your
seat post in place.
3 Position the seat binder on the seat tube with
the binder slot (A) opposite the seat tube slot (b).
Locating the binder slot opposite the seat tube slot
reduces the chances of cracking from deformation
or accidental overtightening.
4. Insert the seat post and tighten the seat binder
to the specied torque with an accurate torque
wrench. Consult the seat post manufacturer’s
instructions for torque information.
5. Check tightening torques of the saddle to seat post
clamp bolts. Too much torque may break the
bolts. Too little torque will result in movement
which leads to fatigue and bolt breakage.
Figure 33.
APPENDIX C.
92 93
PART II
Periodic Seat Post Inspection
Frequent seat post checks are necessary to identify the
problems that can lead to an accident. Regularly or
in conjunction with your regular bike maintenance
routine, do the following:
1. Remove the seat binder from the frame seat post.
Clean the binder, the seat post, and inside the seat
tube. Use a clean dry towel. Do not use solvents.
2 Carefully inspect the seat post for damage (e.g.,
cracks, scratches, scrapes, gouges, splintering).
If the seat post is damaged in any way, (cracks,
scratches, scrapes, gouges, splintering), do not ride
it; discard it. Replace it with a new one.
3. Always properly torque saddle to seat post clamp
bolts. Too much torque may break the bolts.
Too little torque will result in movement which
leads to fatigue and bolt breakage.
WARNING
To avoid seat post or frame damage:
1. FOLLOW THE SEAT POST
MANUFACTURER’S INSTRUCTIONS If
you do not have the manufacturer’s instructions for
your seat post, obtain and read them before using
the seat post.
2. INSPECT AFTER ANY CRASH, FALL,
OR IMPACT - Remove and inspect the seat
post for damage (eg., cracks, scratches, scrapes,
gouges, splintering). If you nd damage, replace
it with a new one. STOP RIDING A DAMAGED
SEAT POST IMMEDIATELY GO TO
PART II, Section D. Inspect For Safety. Read
“Understanding Composites” for information on
carbon ber
3. NEVER FORCE A SEAT POST INTO
THE SEAT TUBE. The seat post should always
be a slide t. If the seat post is dicult to install,
there is a serious problem. Do not shorten or cut
a seat post. Ask your Authorized GT Dealer for
help in properly tting and adjusting your seat
post.
4. KEEP THE SEAT POST’S “MINIMUM
INSERT” BELOW THE TOP OF THE SEAT
TUBE.
5. USE A TORQUE WRENCH TO
TIGHTEN SEAT POST BINDER AND ALL
SADDLE MOUNTING FASTENERS.
6. NEVER USE LIGHT OR SPRAY OILS
TO LUBRICATE A SEAT POST OR INSIDE
THE SEAT TUBE. Never use solvents, or
chemical spray cleaners to clean the inside of the
seat tube. Wipe out the seat tube with a clean dry
towel only. Light oils (WD40 and oils typically used
in honing) and solvents, and including chemical
cleaners can attack and weaken composite bonds
holding the frame together leading to breakage.
Follow the seat post and frame manufacturer
instructions. See also page 74.
YOU CAN BE SEVERELY INJURED,
PARALYZED OR KILLED IF YOUR
IGNORE THESE WARNINGS.
94 95
PART II
SEAT POST INSERT LIMIT
“MINIMUM INSERT”
(of seat post)
SEAT POST INSERT LIMIT
(for frame)
SEAT POST
(Saddle not shown)
Saddle height
adjustment range
SEAT TUBE
What is it?
Some frames have designs that limit how far into
the frame the seat post can be inserted.
Such a seat post insert limitation is a physical
limit and will aect seat posts made of any
material.
Such a seat post insert limit will be marked
on the frame, via a frame decal and/or in the
owner’s manual supplement as “seat post insert
limit” in the Geometry/Specications section.
How does it aect my bike?
The seat post must not be forced beyond the
limit depth. Attempting to insert the seat post
beyond the limit can damage the seat post and/
or frame.
To t some riders who require a lower seat
it may be necessary to cut the seat post. This
must be done by a professional mechanic who
will: Carefully measure, Cut with the proper
tools, Smoothly nish the new lower edge of
the shortened seat post, Re-mark the CPSC
required minimum insertion line on the seat
post, Install with the proper lubricant or carbon
gel.
WARNING
DON’T CUT A SEAT POST YOURSELF.
If the seat post requires cutting, have it done by
a professional bike mechanic with experience
cutting high performance carbon or alloy
compoments.
This will help ensure that:
1. The seat post is cut properly.
2. The seat post adjustment range in the frame
is correct and the saddle height ts you
3. The seat post is correctly re-marked with its
“MINIMUM INSERT.”
YOU CAN BE SEVERELY INJURED,
PARALYZED OR KILLED IF YOUR
IGNORE THIS WARNING.
1. The seat post is cut properly.
2. The seat post adjustment range in the frame is
correct and the saddle height ts you
3. The seat post is correctly re-marked with its
“MINIMUM INSERT.”
94 95
PART II
MINIMUM SEAT POST
INSERT DEPTH
10
SEAT POST
(Saddle not shown)
SEAT TUBE
MINIMUM
SEAT POST
INSERT DEPTH
(for frame)
TOP TUBE
What is it?
Some frames have designs that require no less
than a specied length of the seat post to be
inserted inside the frame. This requirement is
more common on high performance carbon
ber mountain bikes, but can exist for other
designs. The frame and the seat post work
together, support each other. Inadequate overlap
of these parts can lead to failure in high load
situations.
Such a minimum seat post insert limit will be
marked on the frame, via a frame decal and/or
in the owner’s manual supplement as “minimum
seat post insert” in the Geometry/Specications
section.
How Does It Aect My Bike?
You must always have at least the required
minimum length of seat post inserted inside the
frame.
WARNING
IF YOUR FRAME HAS A MINIMUM
SEAT POST INSERT DEPTH, MAKE
SURE THE SPECIFIED LENGTH
SEAT POST IS INSTALLED INSIDE
THE SEAT TUBE AT ALL TIMES.
ASK YOUR GT DEALER ABOUT
THIS SPECIFICATION.
Failure to insert the seat post correctly can
improperly stress the frame and/or the seat
post causing the frame to break while riding.
YOU MUST ALSO BE AWARE THAT
bicycle seat posts are permanently marked
by the manufacturer with a “MINIMUM
INSERT” line on the seat post itself.
You must not rely on this marking as an
indication of the proper MINIMUM SEAT
POST INSERTION DEPTH.
YOU CAN BE SEVERELY INJURED,
PARALYZED OR KILLED IN AN
ACCIDENT IF YOU IGNORE THIS
WARNING.
96 97
PART II
CARE AND MAINTENANCE OF CARBON
FIBER FORKS & STEM
WARNING
ALWAYS SEEK PROFESSIONAL SERVICE - Incorrectly installing, adjusting, servicing, or assembling
the wrong parts (handlebar stem, compression assembly, brake bolt, spacers and spacer positions) on your
bicycle fork can cause serious damage to it. Any failure in the fork, headset, handlebar stem, or compression
assembly while riding can cause you to have a serious accident. All adjustments, maintenance, and any
changes must be made by your Authorized GT Dealer.
STOP RIDING A DAMAGED FORK & STEM IMMEDIATELY Your fork can be seriously damaged
in any crash or impact. Damage can be concealed and requires very carefully inspection by a professional
bike mechanic. A damaged fork and/or handlebar stem can fail without warning. Go to PART II, Section
D. Inspect For Safety. Read “Understanding Composites” for information on carbon ber
REPLACE THE FORK WITH A NEW ONE IF THE DROPOUT TABS ARE MISSING OR
DAMAGED. The dropout tabs located at the bottom of the fork dropout act as a secondary wheel retention
device and can reduce the risk of the wheel disengaging from the fork if the quick release is not correctly
adjusted and closed. It is possible for the tabs to become worn out or damaged through repeated wheel
installation and removal, car rack use, etc. Do not le, disable or remove the secondary retention devices. If
they are damaged or severely worn, replace the fork.
DO NOT MODIFY THE FORK IN ANY WAY. Do not drill holes or install mechanical clamps.
BRAKE NUT ENGAGEMENT The brake mount is the attachment point of the front brake. A correctly
size brake bolt (recessed allen nut) must be used to ensure adequate thread enagement ( a minimum of 5mm)
with the brake caliper mounting post. Ask your Authorized GT Dealer to help you. obtain the correct brake
nut.
DO NOT EXCEED THE MAXIMUM STACK HEIGHT OR LOCATE SPACERS ON TOP OF
THE STEM. MAXIMUM STACK HEIGHT is a distance spacers may be stacked between the top of
the head tube and the bottom of the stem. Exceeding this distance with spacers or locating spacers on top of
the handlebar stem can place signicant stress on the steerer tube. It could break.
Always tighten fasteners of the headset/stem system and brake with a torque wrench. Observe the
manufacturer’s torque limits and loctite (thread locking compound) recommendations for each component of
the fork, stem, brake and handlebar system. Ask your Authorized Authorized GT Dealer to help you. Over-
tightening may cause damage and lead to fork or component failure.
For technical information and specications, see http://www.gtbikes.com
YOU CAN BE SEVERELY INJURED, PARALYZED OR KILLED IN AN ACCIDENT IF YOU
IGNORE THESE WARNINGS.
96 97
PART II
CROWN RACE
(A Headset part)
LEG
DROPOUT
BRAKE
MOUNT
STEERER TUBE
BRAKE BOLT
TAB
HEAD TUBE
HANDLEBAR STEM
HEADSET
TOP
CAP
SPACERS
MAXIMUM
STACK
HEIGHT
55mm
COMPRESSION
ASSEMBLY
PARTS OF A TYPICAL CARBON ROAD FORK
DROPOUT
TAB
PARTS OF A TYPICAL ROAD STEM
STEERER TUBE
CROWN
Figure 34
NOTE: Carbon ber bicycle forks and
stems come in many dierent shapes. The
basic parts common to most carbon forks
and handlebar stem systems are shown here.
Your fork appearance and shape may vary
from what is shown.
If you have any questions about your fork,
ask your Authorized GT Dealer.
NOTE: DROPOUTS, STEERER, and
HANDLEBAR STEM can be made from
carbon ber, metals or both in a “carbon
ber” fork.
98 99
PART II
(continued from previous page)
OEM vs. Aftermarket Fork Parts
Compatibility
Your bicycle was shipped by GT with a compatible
component specication. The fork, the handlebar
stem, the headset parts (i.e. spacers, bearings, crown
race), and the compression assembly are parts of the
system. Other handlebar stems, headset parts, and
compression assemblies available to you from sources
other than GT may not be compatible.
Incompatible parts can cause serious damage
(cracking, splitting, scoring, or deformation) of the
steerer tube.
Aftermarket Handlebar Stems
Many handlebar stem designs from many dierent
manufacturers are available. It is impossible to
provide a listing of compatibility based on availability.
Don’t think availability means compatibility. Here are
some factors aecting compatibility:
1. A compatible handlebar stem must be compatible.
with both the steerer and handlebar.
2. The stem must be designed for use with carbon
forks having an 1 1/8 steerer tubes, without
adaptation or alteration of the stem or the steerer
tube. The surfaces must mate correctly.
3. The inside diameter of the stem clamping surface
must be smooth, free of burrs. It must t the
outside diameter of the steerer tube snugly with
the clamp bolts completely loosened. The stem
surfaces in contact with the steerer must be
smooth, without interruptions (large openings
or holes). When clamped to the recommended
tightening torque, the stem must not pinch or
cause other impressions or cuts in the steerer tube.
Smooth and remove any burrs with ne sand
paper (220 is ideal).
4. Wedge clamping stems must not be used.
What You Have To Know When Installing
Or Adjusting Any Handlebar Stem
The steerer tube length for any GT carbon ber fork
with a carbon steerer is limited to the MAXIMUM
STACK HEIGHT of 55mm. This aects the height
adjustment of the stem. No spacers may be used on
top of a stem. The stack measurement method is
shown on the following page. If the steerer tube is cut
to accommodate a lesser spacer stack height, please
observe the following:
1. Cutting must be done by a professional bike
mechanic experience d with carbon components.
2. To produce a straight cut, use a fork cutting jig
(e.g., Park Tool SG-6). See http://www.parktool.
com/tools/SG_6.shtml.
3. Do not clamp steerer tube directly in vice jaws
and/or cut the steerer free hand. Vice jaws can
crack or damage the surface of the steerer. Locate
the jig on the cut o end of the steerer tube to
avoid placing a clamping force on the steerer tube
which could produces cracks. Alternatively, you
can clamp the steerer in grooved wooden blocks
positioned in vice. Do not over-tighten the vice.
4. Additionally, when cutting a carbon steerer tube,
use composites hacksaw blade (tungsten carbide
gritted) or a very ne toothed (36 toothed) new
blade. To minimize fraying of the carbon bers,
wrap the area of cut with masking tape. Make
only one clean complete cut. Do not scratch,
score, or mark the steerer tube surface other than
the complete cut. Scratching, scoring or making
other marks on the tube surfaces other than the
complete cut, or cutting the steerer tube to an
incorrect length for a specic stem/headset can
compromise the strength of the steerer tube.
After the steerer tube is cut, round the cut edges
smooth and remove any burrs with ne sand
paper (220 is ideal).
WARNING
We urge you to consult closely with your local
Authorized GT Dealer. This will help to make
sure that any aftermarket choices you make are
compatible with your bike’s OEM parts and will
not cause serious damage to your bike.
98 99
PART II
This page has been left blank intentionally.
100 101
PART II
BICYCLE RACKS
Bicycle automobile racks are available from many dierent manufacturers and many dierent rack designs exist.
They are convenient devices to transport your bike. However, any bicycle rack has the potential to seriously
damage your bicycle. Damage can occur immediately due to some aspect of an incompatible or poor rack
design. Damage can occur after repeated mounting, and dis-mounting. Damage can also happen while the the
bike is being transported in the rack. We can’t cover all the possible ways in which a rack can cause damage to
your bike.
WARNING
READ AND FOLLOW THE RACK MANUFACTURER’S INSTRUCTIONS BEFORE
MOUNTING TO YOUR BIKE.
Both carbon and aluminum frames and forks can be damaged (crushed, cracked, or dented) by the clamps
and support systems of a bike rack. Both carbon and aluminum can suer serious abrasion damage by the
movement of the bike in the rack during transport. yAll damage to your bike is very serious, that is why you
must take extra care when choosing a bike rack and when actually mounting your bike in the rack.
WHEN MOUNTING YOUR BIKE ON A RACK:
■ Remove all bags, panniers, water bottles etc. To minimize wind resistance, loading, and avoid chang
damage.
Ask your Authorized GT Dealer for help choosing and using a bike rack.
See the table on the following page for more rack information.
CAUTION
WHEN USING A RACK WITH FORK DROPOUT CLAMPS:
■ Make sure that both fork dropouts are engaged in the rack before clamping.
■ Make sure both dropouts are clamped with equal force. If only one dropout is engaged and the bike tips
over, the leverage can exert great force that may damage the dropout.
■ If your bike tips over, have the dropouts examined by a retailer.
APPENDIX E.
100 101
PART II
TYPE OF RACK DESIGN RECOMMENDATION & CAUTIONS
CLAMPS ON TIRES / WHEELS
ONLY
This type does not use clamps on any
other part of the frame or fork.
Suitable for both carbon and aluminum frames
This is the best system design because there is no potential
cracking or crushing damage to the frame or fork. Chang wear
is avoided.
FLOATING FORK MOUNT &
REAR WHEEL TRAY
This design functions exactly as a quick
release on your bike. The rear wheel is
clamped in a tray. No other clamps are
used on any other part of the frame.
Suitable for both carbon and aluminum frames
Be sure quick release on rack is properly adjusted and tightly
closed.
The Thule Echelon with ETC Equalized Twin Cam is suitable as
it has an axle oating mechanism, like a standard quick release.
WHEEL CLAMPS & UPRIGHT
ARM CLAMP
In this design, wheels are clamped in
a wheel tray and the bicycle is held
upright by and arm clamping the
downtube.
Do not use on bikes with carbon ber downtubes.
When clamp is tightened the carbon downtube can be broken.
When clamp is looser, chang can cause structural wear.
A loose clamp can allow movement and possible chang damage.
Clean the clamping area to eliminate abrasive particles, pad the
clamping area and properly tighten the clamp.
NON-FLOATING FORK MOUNT
& REAR WHEEL TRAY
With this type, a mechanism pulls the
two sides of the fork in at the same
time, and pulls both sides in the same
distance.
example: Thule Peloton.
Not recommended for either carbon or aluminum bikes.
If one dropout is slightly thicker than the other dropout, all the
clamping force is applied to the thicker dropout. The high force
on the one thicker dropout may crack a carbon dropout. The
thinner dropout may move in the rack causing wear and abrasion,
The fork blade attached to the thicker dropout takes most of the
loads caused by 70 mile per hour wind and bumps. The result
may be damage to your fork.
HANGER RACK
On this type the bicycle hangs on
two arms projecting aft from a trunk
mounted rack
Not recommended for either carbon or aluminum bikes.
Do not use on bikes with carbon ber tubes.
The point loading where the arms contact the underside of the
tubes may crack the tubes. Additionally the lower part of the
bike is dicult to secure, and it may move, causing chang and
structural wear. Additionally when two bikes are mounted on
these racks the contact points between the bikes may be cracked
or chafed, causing structural damage.
102 103
PART II
USING BICYCLE TRAINERS
Potential Damage
CAUTION
Improperly mounting a bike in a trainer, or using
one that is not compatible with your particular
bike frame can cause serious damage.
This kind of damage is not covered by the GT
Limited Warranty.
Ask you dealer for help with trainers, the right one
and the correct way to use it.
If you ride a trainer that requires removal of the front
wheel and clamps the fork dropouts: Be sure your fork
quick release is tight! Relative movement will wear
parts, weaken and damage your bike.
If you ride a trainer that holds the bike up by
clamping the rear quick release between two cones:
Take o the nice, lightweight quick release that came
with your bike. Substitute a heavy, classic all steel
quick release and clamp it tight! Relative movement
will wear parts, weaken and damage your bike. Note
that many modern quick releases will not t the
clamping cones in this kind of trainer because their
shapes are incompatible.
Be particularly cautious with a carbon frame or fork.
Carbon is relatively soft, not abrasion resistant. If
there is any relative movement, carbon will wear
quickly.
If you ride a trainer a lot, consider using an old bike:
Corrosion from sweat will take it’s toll. Weight is
irrelevant. Save wear on your expensive components.
Trainers: Risk To Children
WARNING
KEEP CHILDREN AWAY FROM BICYCLES
MOUNTED ON STATIONARY TRAINERS,
EVEN WHEN THE BICYCLE IS NOT IN
USE.
Spinning wheels attract children’s attention and
present a serious risk to young ngers.
Children have also been known to rotate
cranks by hand on bicycles left unattended
on stationary trainers, putting themselves
at risk of serious injury.
APPENDIX F.
102 103
PART II
PEGS
Some models may come equipped with 2 or 4 pegs.
To install pegs, DO NOT loosen or remove axle nuts.
Check to make sure axle nuts are properly tightened
before installing and tightenings the pegs. Thread
the pegs on the axle over the axle nut, and insert a
screwdriver or similar tool through the peg holes and
tighten by turning the peg with the tool.
WARNING
Periodically check to make sure both
pegs are in good condition, not damaged,
and make sure they are both securely
tightened.
Front/Rear
dropouts
Front/Rear
wheel hub
Retaining washer
Step
retaining washer
Axle nut
Peg
APPENDIX G.
104 PB
PART II
OWNER NOTES/RECORD
Space for recording information about your bike (maintenance, set-up, free-form)
WWW.GTBICYCLES.COM
©2015 Cycling Sports Group
GT AMERICAS
Cycling Sports Group, Inc.
172 Friendship Road,
Bedford, Pennsylvania, 15522-6600, USA
(Voice): 1-800-BIKE-USA
(Fax): 814-623-6173
custserv@cyclingsportsgroup.com
GT EUROPE
Cycling Sports Group Europe, B.V.
mail: Postbus 5100
visits: Hanzepoort 27
7570 GC, Oldenzaal, Netherlands
(Voice): +41 61.4879380
(Fax): 31-5415-14240
servicedeskeurope@cyclingsportsgroup.com
GT UK
Cycling Sports Group
Vantage Way, The Fulcrum,
Poole, Dorset, BH12 4NU
(Voice): +44 (0)1202 732288
(Fax): +44 (0)1202 723366
sales@cyclingsportsgroup.co.uk
GT AUSTRALIA
Cycling Sports Group
Unit 8, 31-41 Bridge Road
Stanmore NSW 2048
Phone: +61 (0)2 8595 4444
Fax: +61 (0) 8595 4499
askus@cyclingsportsgroup.com.au
GT JAPAN
Namba Sumiso Building 9F,
4-19, Minami Horie 1-chome,
Nishi-ku, Osaka 550-0015, Japan
(Voice): 06-6110-9390
(Fax): 06-6110-9361
cjcustserv@GT.com
GT CHINA
Cycling Sports Group China Co., Ltd.
Room 208, No. 3203, Minghang District
Hongmei Road, Shanghai 201103, China
(Voice): 86 21 6446 8999
(Fax): 86 21 6465 6570
csg@dorelchina.com
This manual meets EN standards
14764, 14766, and 14781.
N 95-937 du 24 août 1995 norme NFR030
FRANCAISE - Si vous parlez Francais, veuillez contacter GT Europe
a l’adresse indiquee ci joint pour recevoir une copie du manuel en Francais.
Vous pouvez egalement visiter le website www.GTBicycles.com http://www.
GTBicycles.com pour visualiser le manuel en francais.
ITALIANO - Se la sua lingua è l’italiano la preghiamo di contattare GT
Europe al recapito che trovate qui sotto per per ottenere una copia in italiano di
questo manuale. Il manuale può anche essere visualizzato sul sito Internet
www.GTBicycles.com/ manuals <http://www.GTBicycles.com/manuals> .
DEUTSCH - Wenn Deutsch Ihre Muttersprache ist nehmen Sie bitte mit GT
Europe unter unten angebenen Adresse auf für eine deutsch
sprachige Kopie der
Anleitung. Sie können auch auf: www.GTBicycles.com/manuals
<http://www.GTBicycles.com/manuals> gehen für eine Anleitung in Deutsch.
NEDERLANDS - Indien uw moedertaal Nederlands is, neemt u dan a.u.b.
contact op met GT Europe op onderstaand adres om een gratis copie van deze
handleiding in het Nederlands aan te vragen. U kunt ook onze website
www.GTBicycles.com/manuals <http://www.GTBicycles.com/manuals>
bezoeken om zo de Nederlandse versie te bekijken.
ESPANOL - Si su idioma es el español, por favor póngase en contacto con GT
Europe en la dirección mencionada abajo para obtener una copia gratuita del
manual en español. Usted también puede visitar
a nuestra web
www.GTBicycles.com/manuals <http://www.GTBicycles.com/manuals>
para ver el manual en español.
CONGRATULATIONS ON YOUR
PURCHASE OF A GT BICYCLE.
you should know about us and our products:
1. We think riding a bike is fun! Which means all of us at GT are lucky enough to do
what we enjoy. You’ll see that dedication to our craft in every bicycle we make.
2. Because bike riding is so much fun, we encourage you to partake whenever the whim
strikes you: Going to the grocery store, going to work, going to school, or wherever
you go. Bikes are serious transportation, in addition to being outrageously good fun.
3. To keep your bike in top condition and to minimize risk, please read this manual before
4. We encourage you to visit your local Independent Bike Dealer. Many
GT Dealer is an important source of information for you.
BICYCLE
OWNER’S MANUAL
WARNING
If you have any reason to suspect that your bicycle is not functioning properly do
not ride it. Have it inspected by an authorized GT dealer. Failure to follow this
checklist and have any problem inspected could lead to an accident, with risks of
serious injury, paralysis or death.
BICYCLE OWNER’S MANUAL
WARNING
THIS MANUAL CONTAINS IMPORTANT SAFETY, PERFORMANCE AND
SERVICE INFORMATION.
GT BICYCLES OWNERS MANUAL 131515 (04/15)
PRE-RIDE CHECKLIST
Are you wearing a helmet and other appropriate
equipment and clothing, such as protective glasses
and gloves? Do not wear loose clothing that could become
entangled in the bicycle (See PART I, Section 2.A The Basics).
Are your seatpost and stem securely fastened? Twist
wheel between your knees. The stem must not move in the
steering tube. Similarly, the seatpost must be secure in the seat
tube (See PART I, Section 3. Fit).
Are you visible to motorists? If you are riding at dusk,
dawn or at night, you must make yourself visible to motorists.
clothing (See PART I, Section 2.E Night Riding and PART II,
A. Important Safety Information).
Is it raining or wet? If so, be more cautious. Your braking
distances will increase, and your tires’ grip on the road will
decrease. Remember that motorists’ visibility decreases with
bad weather (See PART I, Section 2.D Wet Weather Riding
and PART II, A. Important Safety Information).
recommended pressure. (See PART I, Section 4.G Tires and
Tubes).
Are your wheels true? Lift each end of the bike and spin
each wheel. Does the space between the rim and the brake
pads, or the tire and the frame, remain nearly the same size as
the wheel turns? Are your spokes tight? (See PART I, Section
1.C Mechanical Safety Check).
Are your wheels’ quick-releases properly fastened? Be
sure to read the section on proper operation of quick-release
skewers (See PART I, Section 4.A Wheels).
Are your front and rear brakes functioning properly?
With V-brakes, the quick release “noodle” must be properly
installed. With cantilever brakes, the quick release straddle
cable must be properly attached. With caliper brakes the quick
release lever must be closed. With any rim brake, the brake
levers hitting the handlebar grip (See PART I, Section 4.C
Brakes).
does not move too close to the handlebar grip, and there is
close to the handlebar grip. With any disc brakes, the brake
levers hitting the handlebar grip (See PART I, Section 4.C
Brakes).
How do your clipless pedals work today? Clip in and
out of your pedals before you begin. Experienced cyclists do.
of factors including dirt, mud, lubrication, spring tension and
wear. By clipping in and out you will check the function and
have a fresh memory of how they feel (See PART I, Section
4.E Pedals).
How recently were your frame, fork and components
inspected? Never ride a frame, fork or components with any
crack or damage. (See PART II, Section D. Inspect For Safety).
… 6 …

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