出处 : VELO 作者 : JOSH ROSS
In recent years, with the strong rise of driver Tadej Pogačar, the CoInago under his crotch has also become a hot "sweet spot". Of course, the long-established bike dealer isn't just popular because of the big riders. CoInago has been around for 70 years, and over the decades the brand has cemented its reputation through numerous victories, while also becoming a symbol of its ownership. CoInago does not appear in the local car shop, and has never been linked to "cost performance", it is the "dream car" of many car fans.
For the CoInago or a similar established bicycle dealer, the tricky question is how to make the new model maintain a modern design and live up to the "glory" of the past. Now that CoInago no longer belongs to the brand's eponymous founder, can CoInago still create new technological miracles?
In order to answer this series of questions, I went to Spain to attend the launch of CoInago's new gravel road bike, the G4-X. There are plenty of champion off-road designs on the G4-X, but this model is positioned as a gravel road bike first and a motocross bike second. This car offers a glimpse into CoInago's ability to innovate today.
To learn more about what this G4-X is all about, I rode it for a leisurely time in the countryside of Girona, Spain. I specialize in riding in the rain to test the frame's mud evacuation performance and on paved and unpaved surfaces. On top of that, it took me less than 22 hours to complete the Traka360 (a high-profile gravel race) on it. Through the above rich riding experience, I think it can constitute a preliminary opinion of the G4-X.
CoInago G4-X砾石公路车的突出细节
1. The maximum compatible tire size has been increased from 42 mm to 45 mm
2. The frame geometry is very suitable for rough gravel race surfaces
3. The frame can be compatible with the setting of single disc and double disc at the same time
4. Adopt T47 bottom bracket specifications; It is compatible with full inner or semi-inner walking handlebar groups
Details of the CoInago G4-X frame
Despite CoInago's reputation on the roadbike track for the past 70 years, the brand isn't the first choice for most people considering off-road bikes. But it's the same for everyone, CoInago doesn't have a long history of gravel bikes, and neither do any other brands, because gravel bikes are a new thing.
Before the gravel bike category came along, many gravel bikers raced on dirt bikes. Today, the line between off-road and gravel bikes is blurring, with the CoInago G3-X focusing on off-road design, now the G4-X being more agile and the brand following consumer interest.
Of course, CoInago isn't the first manufacturer to do so, back in 2021, Cannondale "killed" its off-road bike, the SuperX, in favor of the super six Evo platform. Products that are only positioned as off-road bikes are rapidly becoming marginalized.
When comparing the CoInago G3-X to the new G4-X, some changes are noticeable, with the biggest change being the tire clearance. The maximum tire size of the G4-X has been increased to 45 mm. Of course, even with the widest 45mm tires, the frame still maintains a decent amount of tire clearance.
If you think that 45mm wide tires are conservative for a modern gravel road bike, you're not wrong to think so. However, the G4-X has a trade-off in design. CoInago is well aware that controlling the width of the tires guarantees the system compatibility and internal cable space required for riding.
In addition, the G4-X has some changes in the geometric design, but not very much. According to CoInago's official statement, the geometry is fine-tuned, and the overall design direction is to allow riders to "ride further". In addition, the handlebar has a new design that is more compact and compatible with full internal cable routing. You can also opt for the CoInago CC.01 one-piece handlebar.
Now let's take a look at the livery. The CoInago G4-X is available in three colors, pine green, mountaineering yellow, and ice blue, each with different small details to represent the landscape to which the different colors refer. There are contour lines in the mountaineering yellow livery, ice blue paint with ice cube patterns, and pine green paint with a tree-like design.
The design of the frame expansion port has not changed. Like the G3-X, the G4-X frame has a pair of mounting holes in the top tube to fit the top tube bag, in addition to three water bottles. When the top tube mounting hole is not in use, it can be made more concise with a masked cover. Other than that, the G4-X doesn't have any more extra mounting holes for accessories like fenders.
If you're an avid adventure biker, it might be hard to understand, but if it's an aero road bike, you won't be surprised. True, according to the official version of CoInago, the G4-X was designed with aerodynamics in mind, although not in the main direction. The G4-X already features a fully in-line cable routing design and is compatible with an integrated handlebar, and you can see how hard the CoInago is working on aerodynamics.
CoInago G4-X的几何
Configuration and pricing
除了以上表格列出的不同,所有车款均搭配前后160毫米的碟片;CoInago原装碳纤维座管;Selle ltalia Model X车座;T47中轴;Pirelli Cinturato 700-40C轮胎等配件。
Detailed information on the complete vehicle parts of the CoInago G4-X
Priced from high to low, the CoInago G4-X offers consumers five different versions, and you can choose between a single or dual disc shifting kit from Shimano and Sram depending on your needs and preferences. The top-of-the-line model is paired with Sram's RED kit and ZIPP 303S wheels, plus Garmin's Rally locking pedal, and weighs 8.4kg in a size 52.
Strangely, even at the top-of-the-line model, the CoInago doesn't have the right seating for the user. Maybe it's because CoInago thinks that riders have their favorite saddles and will replace them anyway.
For me, the 315-gram Selle ltalia Model X saddle doesn't do any good for the overall performance. In addition to the original saddle, the wheels that come with the model are also an issue.
While the Zipp 303S is a very good wheelset, it's not a "premium" wheel. On a vehicle that costs close to $10,000, it will feel very "unpleasant" with this slightly cheap wheelset. It is true that providing consumers with a good pair of wheels can significantly improve the riding experience, and even if they are sold second-hand later, they can also let their customers "get some blood" back and enhance brand favorability.
The integrated handlebar that fits the whole car is exactly what I need, 400mm wide, but that's the only spec of the car. I really like the shape and details of this handlebar. CoInago actually knows how to build a good gravel road bike, but should its top-of-the-line version be considered with a better saddle, wheelset, and different handlebar widths and stem length options?
In addition, the CoInago G4-X is currently only available as a complete vehicle option, and a separate frameset is not yet available. This means that you can't mix and match parts to your liking. After purchasing the G4-X, it can only be replaced with a later upgrade.
G4-X riding experience
When I came to Girona, Spain, with this car, I was expecting bright sunshine and dry gravel roads, which are Girona's "calling card", but it turned out to be constant lightning and thunder and heavy rain. But the ride went on, and my first experience with the G4-X was in the pouring rain, and it was a very "American" gravel ride.
Coming to the top of the mountain, I set off on this new model and went downhill for about 7 miles in a row. The car's original Pirelli Cinturato gravel tires crush rough roads and water-soaked rocks. I was joined by experienced gravel riders, each of whom was faster than me, and I was left behind in a few moments.
Soon, I started to hate the feeling of riding the G4-X downhill. Whether it's a steep or gentle descent, the G4-X's geometry allows the rider to move forward and high, which can be challenging for the rider to handle.
It's not a bike that makes you feel like you're pushing your level, and if you're trying to get out of your comfort zone, it's not going to get you used to it. Regardless of the frame size chosen, the head tube angle is slack-accrued by 73.5 degrees.
And when I got lost on the first day, I began to catch up on the second day, and I was pleasantly surprised to find that the car was "alive". While I'm still uncomfortable with the short reach, I can clearly feel that the G4-X is more than willing to go along with it when you're in the mood for a bit of "excitement riding."
It wasn't until the Traka360 race that I really "got in tune" with the G4-X. The first hour of the race was a muddy swamp and I swapped out the original tyres for a 45mm-wide Pirelli Cinturato Gravel S, which the G4-X was able to cope with, even though it wasn't suitable for such conditions.
By the second hour of the race, the road had become flat and dry, and the G4-X was starting to "show its strength". The bottom bracket area of the vehicle is very hard, and although it is difficult to maintain an aerodynamic position on gravel roads, the pedaling efficiency is very efficient.
For the next hour, instead of riding around Zone 2, I pulled the intensity straight to hover around the FTP. At this point, the car felt so active and responsive that I kept overtaking the other competitors much faster than I expected.
But as soon as I got into the climb, my advantage started to wane. Forward and high riding stance is a disadvantage on downhills, but an advantage on climbs, and the G4-X helps you maintain the perfect balance position, whether standing or sitting.
Halfway through the race, as I rode the G4-X10 to 15 hours, I began to appreciate the comfort of the short reach and high stack, allowing me to focus on the high-speed ride on the next 55 miles of flat road. The last quarter of the race took place in the dark, and I had no time to feel the subtle details of the G4-X's design, except for the mechanical pedaling. The best compliment I can give after 21 hours and 45 minutes of riding is that I never complained about the G4-X.
summary
All in all, the CoInago G4-X is a great gravel road bike that's perfect for a specific type of race and riding. It doesn't help you feel confident when you're not confident; But when you start riding confidently, it will take you "off" hard.
It's a bike that feels very solid to pedal, and it feels like a regular road bike when you're racing or riding on gentle gravel roads. But it's not a great downhill machine and performs well on uphills.
The course of the Traka360 race is mostly flat and suitable for high-speed riding, with only a few steep climbs, and the G4-X's 45mm tire width is more than enough. In these conditions, the G4-X has the feel of a regular road bike, and with a high stack height, it will make you feel just right.
Unfortunately, the advantages of the whole vehicle will be "dragged back" by some components. To the positive end, the Red XPLR kit performs well, but there's no obvious workaround for the handlebars to install additional lights, and the handlebars are only available in one width. In addition, the heavy saddle and wheels do not match the overall vehicle class. For riders who want a more aggressive and wild style, a maximum of 45mm tyre is not always enough.
As much as I keep complaining, I do want to emphasize that over the course of the Traka360 race, I fell in love with the feel of the G4-X, which is a really good gravel road bike.