I’ll want to be riding this thing, after all! Jack Luke: the tandem of my dreamsĬecil is perfect, but could be perfect-er.
After all, they’re arguably harder to replace through a bike shop when needed, no matter how much money I have. To a lottery winner, ceramic bearings might seem a given, but I’d probably avoid them. I’d probably swap out the crankset for a power meter model – although I’d have to engage BikeRadar’s power meter tester-in-chief Simon von Bromley to work out which one I should have (or, indeed, BikeRadar’s best power meter buyer’s guide). I’d buy a turquoise frame kit and add the components I’d want – ENVE SES 4.5 wheels with 28c Continental GP5000 S TR tubeless tyres, and a Shimano Dura-Ace R9200 Di2 groupset, please. This would most likely be a BMC Teammachine SLR 01 – this is the same dream bike I spoke about on the BikeRadar Podcast. So, my lottery bike would still be one I could buy off the shelf. Russell Burton / Immediate MediaĮven if I won the lottery, I’d probably still be quite shrewd with my money… apart from the chalet in the Alps I’d buy for BikeRadar’s exclusive use as a bike testing hub (and my holidays, of course). On the face of it, I reckon a singlespeed would be fine – ultimately, if everything is lift-assisted, then you only need to put a few pedal strokes in before gravity does its job.īut, given this is a money-no-object build, I’m going to make mine a ‘dinglespeed’ – yep, a 2-speed bike.Ī turquoise BMC Teammachine SLR 01 revs my engine. This reduces un-sprung weight, improving suspension sensitivity.
The system also means there is no rear derailleur to prang off rocks and roots, and the rear wheel is – theoretically – lighter. This would help smooth the deep braking bumps that plague bikepark downhill runs by the second week of the season. The high-pivot design – with its one-to-one, constant chain length drivetrain – gives a rearward axle path with zero chain growth (and thus no pedal kickback).
This main pivot-mounted sprocket is driven by a sprocket on the other side of the pivot, which, in turn, is driven by a chainring mounted to the left-hand (non-driveside) crank. This sees the chain run up the chainstay to a sprocket mounted around the main, high pivot. Thanks to its singlespeed, high-pivot, chainring-on-the-wrong-side drivetrain build, it’s reminiscent of Brooklyn Machine Works’ long-travel downhill bikes of the early 2000s. The Sturn is a beautifully crafted steel downhill bike. Though I never ride downhill, if I were to adopt the dirtbag, van-life, seasonaire ‘thing’ again, I would build a very niche Starling Sturn V2 DH bike. We got our hands on a prototype version of the Sturn back in 2018. Tom Marvin: an oh-so-niche Starling Sturn V2 DH bike with a Classified hub I’d finish things off with a Ritchey Neo Classic bar, white bar tape and a white saddle. I’d put one of the best power meters on it too – something such as a Power2Max NG. The tyres would be something simple, such as the Continental GP5000, but I’d be fancy and put some TPU inner tubes in there. It would have a set of handmade carbon wheels that I’d get my mate Rob to build up on a set of Tune hubs – in chrome, naturally.
I’d go with Azure Blue over chrome to make it really pop in the light, though I’d ask for clear lacquer over bare carbon on the graphics to keep things subtle. I want a bike that I wouldn’t mind throwing into a sketchy corner during local road races, but this would, of course, be treated to a new paintjob first. I rode a similarly specced bike on the cobbles of Roubaix and it was one of the best-handling machines I’ve ever ridden.
#BEST GRAVEL BIKES UPGRADE#
I’d be having me a good ol’ used rim-brake Giant TCR, which I’d upgrade with a Shimano Dura-Ace R9050 Di2 groupset. If I won the millions, I wouldn’t be buying a superbike.
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