• winkybiker

    Interesting but two questions.

    Why even worry about “post mount” options? Flat mount is so much more elegant and logical. All (sensible) new bikes will have flat mount from now on. Surely, the optimum engineering outcome is achieved by positioning the calipers and pistons as close to the existing structural elements (forks and stays) as possible. I’m baffled as why anything else was ever even offered.

    And..what advantage does G3 lacing offer on symmetrical dish wheels? Love it on rear wheels, but just can’t see the benefit on front wheels.

    • Going forward, yes flat mount is the better choice, but owners with frames that have post-mounts can’t adapt flat mount callipers to their bikes.

      As for G3 lacing for the front wheel, the rotor means that the hub and wheel are no longer symmetrical. The offset isn’t nearly as profound as it is for the back wheel but it is still there. I’m not convinced that G3 is the most robust lacing pattern for either wheel.

    • ebbe

      I’d say that, now that they’re investing in developing the tech anyway, offering both is (technically) merely a small redesign and some relatively minor production line changes. But it does open up a whole “after market” replacement market for them. Moreover, I still see quite some frame manufacturers that stay with post mount on road/gravel/CX bikes. Don’t ask me why – you’re absolutely right that flat mount is more elegant and makes more sense – but quite a lot still do.

      ps, my CX bike already has a flat mount frame and fork, but I’ve been stuck with using ugly, and surprisingly heavy, post mount mounting brackets… So thanks Cycling Tips for the best news of today! ;-)

    • Derek

      Disc front wheels aren’t symmetric. Even if they were, the spokes have to deal with torque because of the disc brake. Radial lacing doesn’t work for that. The spokes on a rim brake wheel only need to support radial loads.

      • winkybiker

        Didn’t realize front disc wheels had dish. Thanks. Understand the torque issue.

    • Derek

      Also the reaction forces created by flat mount calipers are now more perpendicular to the fork which is a direction they didn’t need to be as strong in before. I wouldn’t say that it’s definitely more ideal. I’ve never designed a fork though so maybe the braking forces are negligible compared to rider weight.

      • winkybiker

        It’s pretty complex, but I’d still start with the premise that placing the pistons and pads as close to the fork as is possible is best. The caliper itself now needs to be more substantial as it is only being held along one edge, rather than at each end, but I still think the flat mount is more elegant on the front. I don’t think the loading on the fork is much different, but always greater than for rim brakes.

        On the rear it’s not as clear. The fact that I you have both seatstay and chainstay already available probably means ideally you should use both of them for mounting at each end of the caliper which is nestled neatly in the little triangle. But the existing post-mount solutions with the little extra post are just stupid, adding needless complexity and ignoring that availability of existing structure.

        But an even better idea instead of adding a small, extra disc is to use the existing large diameter disc (the rim) and mount the calipers at the fork crown and rear brake bridge. Nah. It’ll never catch on.

  • My tip is they are using extra virgin olive oil.

  • Coach

    The Italians don’t often copy useless Japanese inventions – but when they do – they make them beautiful.

    • Sean parker

      yes those brake hoods look far more beautiful than shimano’s……

  • Avuncular

    Joshua Riddle, what a great name for a PR guy.

  • SteveAck

    Icky lizard skins…

  • George Darroch


    I’m excited about this tech, and what it can do for safety and rider experience, and over time how it might influence both wheel and frame design. Those hoods are pretty large – perhaps we could call them bullhorns? The aero penalty of this package could end up being substantial over a well-designed rim brake. I would continue using rim brakes if presented with a system like this, except perhaps in situations where climbing and descending negate the issue and present a much greater need.

    • Durian Rider

      When your team doc just had to pop in a litre of blood plasma cos your hemo went over 60 again and now you can hold 450w on the flat for an hour…I don’t think the aero ‘drag’ from ‘bullhorns’ is gonna be an issue bro. ;)

      I don’t think even at weekend warrior level that anyone is gonna get dropped on a flat ride cos of the ‘aero penalty’ from running disc brakes or larger hoods.

      I could be wrong though.

  • MJ

    They look like Magura disc rotors, are zee Germans helping with the disc brake tech?

  • Brendan

    The hubs are likely the same overall design as the Fulcrum Racing Quattro Carbon DB disc wheels they already make and sell publicly. To work with the thru-axles, they had to ditch the cup and cone bearings for larger cartridge, which is a real shame. Matt/Cyclingtips already did a review of them and broke the hubs down to get a good look at the bearings (standard non disc wheels but still the same internals as the disc wheels). They have interchangeable end caps to swap between QRs and thru-axles.


    • phillipivan

      I wouldn’t presume that is necessarily the case, w/r/t bearings. I believe all the racing quattro line run cartridge bearings. It at least used to be the case the the Racing 3 was the highest number with cup and cone bearings.


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