The governing framework of cycling, the Swiss-based International Cycling Union (ICU), stipulates that competitive road motorcycles must weigh more than 6.8 kg or 14.99 pounds. The regulation was established in 2000 with the ratification of the so-called Lugano Charter of the 1996 ICU.
The minimum weight restriction was imposed to ensure that groups compete on similar machines to avoid disadvantages for cyclists in poorer countries.
“The genuine meaning of cycling,” the UCI argued in 1996, “is to bring cyclists together to compete on an equivalent basis and therefore which of them is the most physically productive.”
The UCI also said that this restriction would prevent marks from dangerously degrading the structural integrity of bicycle frames.
However, technological advances mean that the stipulation has long since passed its sales deadline: brands can now seamlessly manufacture carbon-framed motorcycles that are well below the weight limit. These equipment motorcycles that violate regulations will have to be loaded for use at the festival thanks to the use of weights attached to the frame, a ridiculous situation.
On August 11, Canyon, the world’s largest supplier of direct-to-consumer motorcycles, presented a CFR (Canyon Factory Racing) edition of its Ultimate Road Motorcycle with a full motorcycle weighing only thirteen pounds and 11 oz. (6.2 kg).
The German manufacturer admitted in a press release that it generated an “illegal UCI” bike.
If Ultimate CFR cannot compete in UCI-authorized competencies, it may require the organization to replace its 20-year rule.
“If we think that the generation used is subordinate to the task itself, and not the other way around,” the Lugano Charter argued, “we cross the line beyond which the generation takes over the formula and seeks to impose its own logic.
High-end motorcycle manufacturers have long argued that the UCI’s position prevents them from making technological improvements, which has hampered cycling. Innovations in cycling are discovered in customers’ machines.
“Prototypes [that don’t] have to take into account limitations such as safety can be developed,” the UCI argued in 1996, fearing “radical secretly prepared inventions.”
“Ultimate CFR is all about delivering unmatched stiffness-to-weight for absolute efficiency,” Canyon says.
“Lightness is for these constructions, as is durability, so all 675 gy frames 285g forks exceed our strict control standards.”
The company adds: “This incredible weight is achieved by applying high-quality carbon fibers to a superior, brai-based module rarely felt in the industry. The device is so special that we had to get an exclusive authorization from the Japanese Ministry of Defense to access that.
Canyon started with those Japanese fibers in 2017 through Chinese framemaker Quest Composites. Since then, exclusivity has expired and Quest Composites now also produces high-end media for Trek USA with the same fibers.
There’s some other link to Trek: Canyon comes from what was once Germany’s largest Trek dealership.
Canyon Bicycles GmbH was founded in 2001 through the existing CEO, Roman Arnold, 58, and the new call by Rad-Sport Arnold, a giant motorcycle shop in Koblenz founded in 1985 under the so-called RTI Sports, an Italian motorcycle parts distributor. (RTI Sports co-founded through Roman’s brother Franc, who later founded Ergon, the saddle grip brand, also founded in Koblenz).
Rad-Sport Arnold sold a line of own-brand motorcycles called Radical, whose name replaced Canyon in 1996. The company began designing its own motorcycles manufactured in Asia in 1998.
The logo has a new, high-tech factory clinically blank outside the city barriers of Koblenz.
The Ultimate CFR will be available from today in two versions. The Ultimate CFR Disc Di2 (7,149 euros) is supplied with a Shimano Dura-Ace Di2 organization and DT Swiss ARC 1100 DICUT 50 mm wheels. The Ultimate CFR Disc EPS ($8499) features a Campagnolo Super Record EPS band and DT Swiss PRC 1100 25Y Anniversary wheels.
I’m a 2018 shipping reporter for the Press Gazette. I’m also a historian. My most recent books include “Roads Weren’t Built for Cars” and “Bike Boom,” both
Transport Journalist of the Year 2018 through Press Gazette. I’m also a historian: my most recent books include “Roads Were Not Built for Cars” and “Bike Boom,” published through Island Press, Washington, D.C.