SEVEN DAY CYCLIST
CYCLING, BUT NOT USUALLY RACING

True to instructions, expect 32 turns and the bolt should remain within the wedge. Hook the elastomer out and replace using a combination appropriate to your weight.

 

Pushing the stem to the height of its travel, i.e. as far as it will go helps with the slotting phase. Elsatomers must be positioned with the handles facing outwards and above the support. I am 70 odd kilos, thus went for the blue and yellow respectively. 

To set the preload, apply downward pressure to the stem extension and ensure the preload bolt aligns with the threaded hole and dial it tight. Stop, remove the bolt and start again, should you meet any undue resistance.

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First time round, this took me 40 minutes - honed to 15 given a few attempts and familiarity. Besides, no prizes for busting your equipment, or seriously injuring yourself for speed’s sake.

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Test Rigs

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My cyclo-cross cum fixed gear gravel bike was the obvious candidate, my fixed gear TT bike, based around a 1955 531 frame

and carbon fork less so; despite the damping characteristics of their materials, the front end can feel a little harsh.

 

Performance

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Assuming you have followed the instructions and guidelines correctly, the Shockstop should add a subtle “zing” rather than “pogo-stick” bounce to the ride. Compressing very subtly to counteract washboard tarmac and similarly intrusive stuff. 

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Maiden voyages on my TT bike were around the 10 mile mark, to adjust to any potentially unusual characteristics, compared with a traditional stem. Frankly, I hadn’t noticed any change in the handling, which was razor sharp, yet predictable. Extending ride times and distances confirmed this, although despite my weight corresponding with the elastomers, the ride proved a little harsher than I was expecting. 

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Exchanging the orange elastomer, for its softer yellow counterpart made all the difference, ironing out those intrusive sections and greatly reducing fatigue around the arms and neck area. No rebound, bounce or similarly unwelcome characteristics in 200 miles. 

 

That established, I ported it over to my ‘cross inspired fixed and went in search of lumpier lanes and paths. As I said in my opening paragraph, I still hold a deep-rooted fondness for the old Girvin designs, probably because my weight didn’t overly tax the system.

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Maintaining the same elastomers as before, I was delighted by how well the Shockstop ironed out more obviously battle-scarred sections of tarmac, not to mention large clumps of mud and dung, synonymous with the rural backdrop. 

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Extending ride times progressively and throwing the odd dusk ‘til dawn all-nighter in for good measure, I was impressed by the damping qualities. Leaning hard against the bars couldn’t induce any unwanted bob or sag.

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The rebound action remained, smooth and progressive. Unmade dirt roads and forest tracks were arguably its biggest test and frankly, as adventurous as I’d go, with this set up. Nonetheless, I’ve felt much fresher after 40/50 mixed terrain miles than with its, otherwise fantastic, titanium stem.

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Maintenance

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I’ve resisted the urge to slip a slither of grease on the elastomers but have given everything a cursory inspection, every few rides and usually coinciding with a sudsy bucket wash. Stem bolts needed nipping tight following the first mixed terrain outing but that’s been pretty much tops in six weeks and approximately 600 miles.

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Conclusion

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The gravel market is slowly moving to suspension, including forks. However, by my reckoning road-biased riders looking for a little more comfort, without piling on the grams, adding a chunky aesthetic, or unwelcome complication should seriously consider the Shockstop. A few more lengths would be welcomed but otherwise, it has met the design brief handsomely.