Red alert they want it all and they want it now: https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=201720180SB1316

SB-1316 Off-highway vehicular recreation: Carnegie State Vehicular Recreation Area: Alameda-Tesla Expansion Area.(2017-2018). Read it and weep. Here are the proposed changes to the public resources code SECTION 1. Section 5090.42 is added to the Public Resources Code, to read as follows:

5090.42. (a) Notwithstanding Sections 11011 and 11011.1 of the Government Code, the department may dispose of the portion of the Carnegie State Vehicular Recreation Area known as the “Alameda-Tesla Expansion Area,” which encompasses approximately 3,100 acres in the County of Alameda, to permanently preserve that land for conservation purposes by sale of a perpetual recorded conservation easement deed restriction or fee title, if the department, after holding public hearings on the matter and in consultation with stakeholders, determines that disposing of the land is in the public interest.

(b) (1) If the department determines that disposing of the land is in the public interest, the Department of General Services may sell the land or otherwise dispose of the land pursuant to this authorization upon any terms and conditions and subject to any reservations and exceptions that the Department of General Services deems to be in the best interests of the state.

(2) The Director of General Services may transfer the land to a local agency for less than fair market value if the local agency agrees to use the land as a park or for another open-space purpose, in which case the deed or other instrument of transfer shall provide that the property interest would revert from the local agency to the state if the land is used for a purpose other than as a park or another open-space purpose during the 25 years after the transfer date.

(3) For purposes of this subdivision, “open-space purpose” means a use of the land’s natural resources that is consistent with a conservation purpose, including preservation of native biological diversity, wildlife habitats, and cultural resources, enjoyment of scenic beauty, and nonmotorized public recreation.

(c) Any revenue from the disposition of the land shall be deposited in the fund for the purchase, by the department, of land for off-highway vehicle recreation.

They are at it again. The instigators, Mark Connolly and his wife, Celeste Garamendi (Friends of Tesla); have about a nine thousand acre cattle ranch bordering on our OHV park. After trying to get the East Bay Regional Park District to take over our land for non-motorized recreation; they are now backing this legislation. The regional park did not have the money to purchase our land and now they want to give it away for less than current market value.

Carnegie SVRA is located on Tesla-Corral Hollow Road between Tracy and  Livermore and shares its northern border with the Lawrence Livermore National Laboratory. Our neighbor is Superfund Site 300 and is situated on 7,000 acres in rural foothills approximately six miles southwest of downtown Tracy and 15 miles southeast of Livermore

Garamendi and Connolly  want to take away our small 3,100 acre expansion. They have lined up congressional support to make new law because their long time involvement in challenging the approved New General Plan that includes the Alameda/Tesla expansion is failing. They didn’t get what they want in court and so they just use their political muscle to get the law changed by passing new legislation aimed at only this one issue.

The Senate bill  is directed specially at taking away our state OHV park and turning it into a non motorized vehicle park. They have their personal priorities but there are only one or two off road vehicle recreation areas within a hundred miles in the Bay Area; while there are thousands and thousands of miles of trails for hiking, mountain biking and horseback riding.   East Bay Regional Park District maintains and operates a system of regional parks which is the largest urban regional park district in the United States.

From the East BAy Regional Parks Districts website: “As of 2015, EBRPD spans 120,000 acres with 65 parks and over 1,200 miles (1,900 km) of trails. Some of these parks are wilderness areas; others include a variety of visitor attractions, with opportunities for swimming, boating and camping. The trails are frequently used for non-motorized transportation such as biking, hiking, and horse riding.”

The board of directors at EBRPD all equally despise the concept of off road vehicle recreation. Their mission is to expand their park lands as much as possible. In fact they have our Alameda/Tesla expansion on a map of future acquisitions. There have been discussions between the board of directors and Garamendi about taking over our land for non-motorized recreation. Like they need it! See: https://carnegiejournal.com/2012/09/16/the-carnegie-battle-rages-on-as-the-east-bay-regional-park-district-includes-the-alamedatesla-property-in-their-master-plan/

Let’s look at their arguments the primary ones being ecological and cultural lack of diversity along with unacceptable water and air quality.

That is all well and good but Superfund Site 300 released hazardous materials in the mid to late 1940s (Thorpe et al. 1990). There is also evidence that localized spills, leaking tanks and impoundments, and landfills contributed VOCs, fuel  hydrocarbons, metals, and tritium to the unsaturated zone and groundwater in the post Navy era. The Livermore site was placed on the U.S. Environmental Protection Agency National Priorities List in 1987. (Livermore Site Environmental Restoration Project)


Aside from a few dangerous chemicals in their water supply the Site looks like a pretty appealing place for wildlife. The hazards are all invisible and they presumable leak out into our property which is right across the road from the facility.

Carnegie is surrounded by a Superfund site on one side and cattle ranching on the other side with the hillsides around Carnegie suffering the damage done by the ubiquitous cattle ranching that contributes to the dry and eroded hillsides along Tesla/Corral Hollow Road.

With development and roads expanding all over Livermore; it is getting harder and harder for wildlife to survive. Maybe that is why there are so many endangered and rare species in Carnegie and on the Alameda/Tesla expansion.  We ride on trails that are like roads that go through the hillsides. They are not impervious surfaces like asphalt causing excessive run off and don’t impact the quality of the environment like cattle.

Why is Carnegie devoid of the ecological devastation going on around us? We only have to look on the other side of our border to see the damage.  Our neighbor’s cattle pollutes the water supply with cattle dung, the air with CO3 and they trample down and eat everything growing out of the soil. Their cattle ranch is without biological diversity but they are in court challenging the New General Plan because they say that they are trying to protect biological diversity in our land. Now they are using their connections to change the law.

Can you say hypocrites? They obviously don’t care about the environment (they sell permits to kill elk on their property). Why do they want take our land and turn it into a conservation area? I wonder if they hope to acquire it eventfully; maybe to off set the damage done on their nine thousand acres. Who knows….

Our land is so magnificently full of ecological and cultural diversity that a bill introduced in the Senate, Senate Bill 1316 …-Tesla Expansion Area.(2017-2018) to permanently preserve that land for conservation purposes, as specified, if the department determines that disposing of the land is in the public interest.

The Alameda/Tesla expansion doesn’t need to be made into a conservation park and turned over to someone else. It already is already designed to be an ecologically sound park with trails and areas designed for the propagation of ecological and cultural diversity. The New General Plan focuses on our adversaries’ comments and criticisms to make it conform to their standards.  They admit that the Alameda/Tesla Expansion was legally purchased with OHV Trust Fund money but now they want to take it away from us and change it into a conservation area.

This is after an environmental impact statement was approved and they went to court to stop the Alameda/Tesla expansion from opening. They must be losing or why would they try to change the law? It was also done to us a few years ago when they stole almost a million dollars a year from the OHV Trust Fund to go into the General Fund. Can you say highway robbery? And they are trying to do it to us again.

They are spreading their lies on the internet and speaking to  congressional representative like Senator Glazer and assembly member Baker. Garamendi and Connolly are members of a very political influential family in California and there seems to be no limit to their attempts to take away our public park..

Talk about the pot calling the kettle black…  and they are opposed to opening our Alameda Tesla expansion for the impact it will have on cultural and ecological diversity and the impact on the air quality.

Let’s take a look at the impact of cattle ranching on the environment compared to the impact of a few trails where we ride our bikes on the weekend.

The 2006 report Livestock’s Long Shadow, released by the Food and Agriculture Organization (FAO) of the United Nations, states that “the livestock sector is a major stressor on many ecosystems and on the planet as a whole. Globally it is one of the largest sources of greenhouse gases (GHG) and one of the leading causal factors in the loss of biodiversity, while in developed and emerging countries it is perhaps the leading source of water pollution.”[1] Removing all U.S. agricultural animals would reduce U.S. greenhouse gas emissions by 2.6%.[2] (In this and much other FAO usage, but not always elsewhere, poultry are included as “livestock”.) A 2017 study published in the journal Carbon Balance and “Management found animal agriculture’s global methane emissions are 11% higher than previous estimates based on data from the Intergovernmental Panel on Climate Change..] According to production data compiled by the FAO, 74 percent of global livestock product tonnage in 2011 was accounted for by non-meat products such as wool, eggs and milk.[5][not in citation given] Meat is also considered one of the prime factors contributing to the current sixth mass extinction.[6][7][8][9]”

“All agricultural practices have been found to have a variety of effects on the environment. Some of the environmental effects that have been associated with meat production are pollution through fossil fuel usage, animal methane, effluent waste, and water and land consumption. Meat is obtained through a variety of methods, including organic farming, free range farming, intensive livestock production, subsistence agriculture, hunting, and fishing.”


They talk about Tesla Park as if it was already a conservation area. But there is no Tesla Park; nor has there ever been. There used to be a coal mining town there called Tesla.

“The environmental impact of the coal industry includes issues such as land use, waste management, water and air pollution, caused by the coal mining, processing and the use of its products. In addition to atmospheric pollution, coal burning produces hundreds of millions of tons of solid waste products annually, including fly ash,[1] bottom ash, and flue-gas desulfurization sludge, that contain mercury, uranium, thorium, arsenic, and other heavy metals.

The environmental impact of mining includes erosion, formation of sinkholes, loss of biodiversity, and contamination of soil, groundwater and surface water by chemicals from mining processes. Besides creating environmental damage, the contamination resulting from leakage of chemicals also affects the health of the local population.[1]”  https://en.wikipedia.org/wiki/Environmental_impact_of_mining


The Tesla mine was never properly shut down to minimize its impact on the surrounding hills and the water supply. It is still releasing toxic substances into the water. At one time the coal was used by the Carnegie Brick factory and there was a big kiln dug into the hillside.

In addition, the toxic products of burning coal; coal residue was dumped in the hills. The heavy metals which our neighbor sought to control with lawsuits aimed at shutting down our park was caused by these mines and not by off highway vehicles. If internal combustion engines create hazardous heavy metals, all our lakes and streams in this country would be polluted with over  263.6 million (over a quarter of a billion) registered passenger vehicles in the United States in 2015. https://en.wikipedia.org/wiki/Passenger_vehicles_in_the_United_States

So here we go again with a statute that requires stakeholders (our neighbors) to comment on the need to create an conservation area on our land with no off highway vehicles allowed. We have to remember that we as riders are stakeholder and we need to submit our own comments.

We also have to write or e-mail our state representative and tell them to vote against the senate bill because it is an attempt to get around the safety net that is already in place to make sure that off highway vehicle recreation is not a hazard to the environment. The procedure for getting our expansion approved goes the entire nine yards with public comment and severe restrictions on the way that we can use our property. A big portion of it is kept free of trails to preserve the environment. No trails are allowed above streams or in the wildlife corridor with many other restrictions to preserve the cultural and ecological treasures of this wonderful piece of property. What is the beef?


Don’t let our enemies’ lies go undetected. It might be too early yet, but you can find your state representatives and write to them opposing SB-1316 Off-highway vehicular recreation: Carnegie State Vehicular Recreation Area: Alameda-Tesla Expansion Area.(2017-2018) bill. You can find your candidates’ e-mail addresses here. http://findyourrep.legislature.ca.gov/

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Carnegie in the pits

The North American Hill Climbers Association (NAHA) is the most prestigious organization in the sport of hill climbing in America. The NAHA is an organization of professional hill climb competitors and events held primarily in the western United States. The best hill climb athletes and bikes compete over a five race series. The events are generally run on ungroomed uphill runs, with some hills over one thousand feet in elevation change. The nitro national series is coming to Carnegie April 13th – 15th  2018. See: http://www.nahahillclimb.org/


“The series kicks off the pro hill climb season at Carnegie on Harrison Hill which has been considered one of nature’s most formidable vertical challenges. This will be the first time in half a decade that anyone has been allowed to attempt this world renowned hill.  According to some of the competitors most of the riders will never ever see the top.

For the thousands of individuals and families who come to Carnegie State Recreational Vehicle Park, an afternoon conquering the hills atop their off road motorcycles is pure fun. Some call it heaven on earth especially in the winter time when there is plenty of traction. Our best hill climbers will most likely be showing the outsiders the way to the top of Harrison.

“The big deal for competitors on Sunday is the return of Harrison’s Hill, a 600-foot climbing event that at its steepest is a perilous 65-degree incline that most conquer in less than 60 seconds”, said Skip Horne, the former owner of Skip’s at Carnegie, the park’s concessions stand and also a former event sponsor (the Horne family’s last event will be at Carnegie on March 17th).

Horne said. “Back in the 1970s, it was first climbed by a guy named Bill Harrison. Some  years ago, it was closed off (by state park officials) because we used it too much. Now, with a new regime, we can use it again. It’s an awesome hill.”

“This is like something you see at the X-Games,” said Harold Waddell the defending champion.

Qualifying will begin at 9am on Saturday and the National will run from 9am-5pm on Sunday. The country’s best Nitro-burning motorcycle riders will make their way to this event from all parts of the country.” This is going to be an incredible event,” said  multi-time Hill climb World Champion Kerry Peterson. It has been said that more than 200 riders are expected to attend as they chase after over $100,000 in cash and prizes in the series.


This will be our chance to show off our best Carnegie riders. They are the ones who know the Carnegie terrain most intimately even if they have never attempted to climb this particular hill. They have proven to be some of the best hill climbers in Northern California and are mostly long time Carnegie riders. You can’t ride at Carnegie without being exposed to the most gnarly hills on the west coast. They say that if you can ride Carnegie you can ride anywhere. Come and watch some of our best riders try to beat the national champions.


For the opening round of the NAHA RacerX Suzuki Hillclimb Nationals, Adult tickets are $15, Kids 7-12 are $10 Kids 6 and under are free. Gates open at 7am on both Saturday and Sunday. About N.A.H.A.: The North American Hillclimbers Association is a non-profit membership organization whose events are sanctioned by the American Motorcyclist Association.


http://www.carnegiehillclimb.com/rule-book/ The Horne family is celebrating their 20th and last year promoting hill climbs at Carnegie.  This hill climb and verticross event is scheduled for March 17, 2018. It will be a one day event but if it rains on Saturday it will be rescheduled for Sunday. See:  https://www.facebook.com/carnegiehillclimb/

This is the result of the ending of a family dynasty. The Horne family has done this for a long, long time. Most folks don’t remember a time before Skip Horne was synonymous with competitive hill climbing at Carnegie. They will all be dearly missed.


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Kacy Martinez wins the 2017 Hare Scrambles Championship and Gets Ready for the 2018 EnduroCross Championship

Kacy Martinez sets her sights on capturing a first-ever AMA EnduroCross Championship aboard the KTM 150 XC-W, while also competing in the full AMA Big 6 Grand Prix Series aboard the KTM 250 XC-F. https://www.motosport.com/blog/profile-kacy-martinez-off-road-champion

Her father, Mark Martinez, is her greatest fan with the exception of her husband, Travis Coy, who races at the same high level. In the beginning her father took her riding at the local riding areas near where they lived in Northern California (Carnegie). She started riding when she was just a young girl and rode with her father and then with other young people. It wasn’t long before her father signed her up for cross country races as she got better and faster. From there she took off like a streak of lightening and has won multiple off road championships in the women’s professional class.

It never ends:  With her and her teammates third place finish at the International Six Days Enduro and fresh off her first-ever AMA National Hare & Hound Championship, Kacy Martinez will shift gears and set her sight on the EnduroCross championship. Here is the video of X Games EnduroCross event that she won

We wish Kacy the  best in the coming year. She has never let down her fans and she appears to be invincible. She has learn t to overcomes almost all obstacles that she encounters: A good example right here is how she passed the lapper with patience, and aggression where it counts.

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2018 Trek Pro Caliber 9.7 My First Ride


I wanted a light mountain bike capable of speeding up the more mellow trails near where I live. Some people suggested that I get a gravel bike but I wanted a bike which I can also take it down steep, gnarly trails at speed. My road bike is fast but it can’t traverse that kind of terrain.

I needed a hard tail because I can’t get a reasonably light dual suspension 29er cross country racer in my price range. I grew up in the old days when mountain bikes had no suspension front or rear. I won the 1988 women’s pro downhill at a cross country nationals at Bear Valley with my rigid Ibis mountain bike. I had to go off the trail and into the big rocks to get around the person who started in front of me.

So I splurged for a 2018 Trek carbon fiber frame with DT Swiss wheels and Shimano XT components. This is the 9.7 model.


The Trek Pro Caliber stole my heart (if it can be said that a bike can steal its owner’s heart).  Let me explain; I once bought a Fisher X-Caliber in 1986 and I broke the frame within one year. Fisher gave me with a Pro Caliber frame to take its place. I put on the original Suntour non indexed shifters and the Suntour roller cam brake and it was ready to go. I kept it at my dad’s house and rode it for years every time I went to visit my parents before they died I rode it along the ubiquitous rocky trials that go up and  down short hills on the East Coast. The rocks were left behind by receding glaciers thousands of years ago. My Fisher Pro Caliber had no problem getting over and around the rocky debris, but that was then and this is now.

There is no comparison between the 1986 chrome-moly Fisher Pro Caliber and my modern Trek Pro Caliber. The Fisher was good for its day; being one of the first production cross country race bikes. However, the 2018 Trek Pro Caliber is night and day better than my Fisher in every respect (The technology has come a long way).

The new bike feels smooth and it responds to my every move. When I pull up the front wheel to get over an obstacle, the fork absorbs the impact and the bike follows without complaint. For the easier trails it has the IsoSpeed decoupler which Trek had already made for road racers to go over cobbles and choppy asphalt. It is said to improve  endurance on long fatiguing races.

“Since the introduction of the traditional diamond-shaped bicycle frame, it has been a  challenge to make the bicycle frame stiff enough to be efficient and handle predictably, yet compliant enough to reduce the jarring and fatiguing effects of rough roads.  The IsoSpeed decoupler was developed by Trek for Fabian Cancellara, one of the world’s most successful Classics riders.” It was built to smooth out the punishing cobblestones of European roadways favored in the Classics.


A frame with an IsoSpeed Decoupler will slightly flex underneath you for added comfort but will not give when power is transferred to the pedals. This is accomplished by allowing the seat tube to move independently from the top-tube-to-seatstay junction. Trek has taken this technology and carried it over to other styles of bikes including a women’s road line, cyclocross bikes, and, it goes without saying, this cross country mountain bike.

But does the IsoSpeed Decoupler work off road? I suppose it does to the extent that it smooths out minor bumps when you are seated and pedaling along. But what about an out-of-the-seat challenge on a rough descent; would it work there? The isolation of the seat tube increases vertical compliance but it is not useful for absorbing out of the seat impacts – or at least that is the official line coming from Trek.

Does the fact that the seat tube is not fixed, make it a different sort of frame; a parallelogram type quadrangle  with varying angles? I don’t know but I do know that the bike works. You can jump it, take it over drop offs and and then down across huge roots and even down off rocky cliffs with no fuss. It might have something to do with geometry and my riding technique but sometimes I have to look back to make sure that it doesn’t have rear suspension.

I suppose that the Trek’s proficiency has more to do with the carbon layup of the frame and the rigid through axles than any road bike sort of innovations. The official line is that the IsoSpeed Decoupler has no effect on the bike when you are out of the saddle. The bike works great in places where the traditional IsoSpeed endurance bike frame would flounder. I am talking here about rough descents, not cobblestones.

I can take the bike up over big roots and rocks along a steep up-hill trail and I can take it down the same trail (albeit carefully). At first I thought that it would be impossible to do on a rigid framed bike, but after I tried to pedal up and then  coast down the trail I found out how easy it is on the Pro Caliber. It hops roots and other trail obstacles as well as a full suspension bike albeit with a little bit more feedback in the rear.

The other thing that I really like about this bike is how it glides effortlessly along on the flats and even along moderate uphills. It feels fast like a road bike on asphalt. Of course it is not really  as fast as a skinny tire, drop bar bike; not with its fat knobbies and heavy Fox fork. It rides really well up-hill as long as the trails aren’t too steep (the wheel-set is slightly heavy). Sometimes on the flats it feels like there is a little electric assist motor inside when I am pedaling.

It has DT Swiss M1900, Boost wheels are set up for running tubeless. The 1900 SPLINE 22.5 is up to the challenge with its lightweight, high-quality pawl hubs. Altogether the wheel set weighs a decent 1843 grams, and although they aren’t the lightest wheels you can get, they are (presumably) bulletproof.  Maybe the lack of rear suspension and a lockout lever for the front is Trek’s formula for the uphills, but the bike works on downhills as well. It only weighs a little over 24 pounds.  The front fork is sensitive to all kinds of trail obstacles and where the front wheel goes the rear wheel follows.

You can go to Trek’s website to see all the specs. https://www.trekbikes.com/us/en_US/bikes/mountain-bikes/cross-country-mountain-bikes/procaliber/procaliber-9-7/p/2077690-2018/?colorCode=grey  I want to tell you how it feels riding the bike not just its specifications and features that you can get here online.


The other day I was riding the Pro Caliber fast down a steep hill that transitioned to a cliff like climb with a sharp turn out at the top. The bike kept up enough momentum to roll over the rocks at the top and I made the exit. This is a challenge that I was not able to do on my aluminum 29er full suspension bike. All the Pro Caliber needs are lighter rims and a dropper seat post and it would be almost perfect (it still needs better shifting action).

It goes over the logs with no hesitation; even  including the logs I put in my yard for my trials motorcycle. The bigger 29 inch wheels help there. It also hops over logs in the trail. I took it over a narrow wooden double plank bridge with no run in or run out (the rear wheel doesn’t follow the front wheel on sharp turns) and a steep drop to the bridge and a steep rise after you get off the bridge. It is tricky but my bike made it without complaint.

It also gets up to speed quickly and so it is not hard to get the momentum to go up over a steep rocky rise on the side of the trail and then down the other side over off camber roots. Getting it up to speed and then turning off the side of the trail to go up the hill without losing any speed is a piece of cake because it is incredibly maneuverable. It turns on a dime presumably because of its Trek 29er mountain bike geometry and its side to side rigidity.

The lateral rigidity of the fame with its vertical compliance and the through axles make it go straight and sure speeding through the worst terrain. The boost148/110 hubs provide the bike with stronger wheels, more tire clearance (for bigger tires) and shorter stays. It is another  item that adds to the bike’s rigidity and allows it to go straight and sure down the most terrifying drops.

It flies smoothly over roots and rocks. Most people do not expect this from a rigid frame-set but it is surprising how good the Pro Caliber is at speed. Most rigid frames will jump around but the Pro Caliber goes straight and true. I am not talking groomed single tracks here, but rutted gouged out trails through the worst terrain imaginable. It is not as smooth as a dual suspension bike but for the right person it is the real deal. It is especially relevant these days with tricky sections on most cross country race courses.

Without rear suspension on the Pro Caliber I have to pick my lines more carefully than on a full suspension bike. I used its quick steering response to veer off the trail and up a side hill when my rear wheel hit a bump and kicked the bike up in the air. I had to abort. When I looked at the place where my rear wheel kicked up, I found a line around it and got to the top and down the other side. You have to be careful picking your lines on this bike.

It is not a down hill bike; nor is it an all mountain enduro bike. It is fast on the easy stuff but if you are taking it down hill at speed to you have to pick your lines more carefully and you need to be on top your game. For example; I was taking the bike down a steep root entangled trail when I was distracted trying to clip back into my pedals (I was also trying to shift gears). I lost my concentration and took a horrible line dropping off straight into a big protruding root.

I didn’t have time to lift my front end and when my front wheel hit the root the fork bottomed and I started to somersault down the hill. Because I was unable to get out of my clips I landed  with my bike still attached to my feet. I squirmed to the side as I  went flying into the air and landed on my right side managing only to bruise my knee. I was not going particularly fast (evidently not fast enough to get over the obstacle). Having a dual suspension bike would not have helped me since I was not able to get the front wheel over the obstacle in the first place. It isn’t easy but it can be done with bravery and a lot of skill and no distractions.

I have two complaints. One is that the XT drive-train does not shift as easily as the SLX drive-train components on my aluminum full suspension bike.  It feels like it has mismatched components. No matter how much I adjust it, it is notchy and slow when I shift up while going up hill. The bike store where I purchased it was not able to help smooth out the shifting.

My other complaint is with Trek and the dealer where I bought the bike. A few days after purchasing it, I tried to take the rear wheel off by loosening the skewer on the quick release. When it did not come loose, I used a plastic tire lever to get some leverage. The quick release lever broke and I had to pay fifty dollars for a new through axle quick release from Trek. I did not receive any directions on how to use it from the bike shop where I purchased the bike. It is different from other quick releases. I don’t think that it works very well because after the mechanic tightened it up for the first time it would not release. It was still too tight and the store manager told me to kick it loose with my heel. What will they think of next?

So unlike other reviewers, who say that it is a good bike for beginners, I disagree and I think that it is the best bike for experienced racers who do not need rear suspension to smooth out normal trail obstacles. I think if I was going to go back to cross country racing this would be the steed I would race. It is light. It has the bigger wheels, it is affordable and the best bike for the  cross county racer on a budget. I love it even though I don’t race any more.

You don’t believe me? Then you should take the bike out for  test ride and you will see for yourself.trek-procaliber-97-2018-mountain-bike-grey-EV311892-7000-1

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Historic 22nd World Championship for Toni Bou


Toni Bou, the Repsol Honda Team rider achieved his eleventh consecutive Trial World Championship, the twenty second world championship in his career including the titles achieved in X-Trial.

Since clinching his first world championship title in 2007 on HRC’s Montesa COTA 4RT factory bike, Bou increases his unparalleled consecutive championship titles to 11. He has also won his 11th consecutive X Trial World Championship, an indoor competition raced on artificially prepared sections.

By the end of this season’s Round 7, the TrialGP Czech Republic, he had won an overwhelming 7 of 9 trials, and finished second and third once. His championship victory comes before the season’s final round in Italy on September 17.

That success is the icing on top of his eleven years with the Repsol Honda Team, during which time he has won twenty-two World Championships. At 29, Toni Bou has a spotless track record, which improved this season with his victory in the 2017 World Championship.

Toni Bou was born in 1986 in Catalonia, Spain. His career as a rider began with bicycle trials when he was eight years old. After winning the world championship in this category in 1999, Bou switched to motorcycle trial riding.

He has been the outdoor Trial world Champion from 2007 (when he started riding for Rebsol Honda) until 2017. In addition, he has also  been the indoor world champion during that same time period. With 22 world titles he is the most successful rider in history surpassing even Dougie Lamkin with seven outdoor titles and 5 indoor titles and Jordi Tarres with seven outdoor titles.

Toni Bou is in a league of his own. He has already accomplished more than any other trials rider in history. Hopefully we will be able to watch him add more world titles to his resume. I wish that my replica HRC’s Montesa COTA 4RT was a factory bike and could leap tall buildings in a single bound like Toni Bou’s Montesa. Yea right; in my dreams…


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