A Comprehensive Review Of GMC Denali Road Bike


Those who are looking for a ride for fun or for exercise will definitely find the GMC Denali Road Bike to be very useful. This particular version provides various colors and sizes apart from quality materials which have attracted men and women across the globe. In fact, this amazing bike is perfect for a rider who isn’t searching for a professional bike but want something better and more durable as compared to an ordinary street bike.

What makes the Denali stand out?

This particular bike has a weight of only 29 pounds which is approximately 10 pounds lesser than that of the typical mountain bike. It is only around 10 pounds heavier than the top-quality road bikes which sell for thousands of dollars. In case you are a beginner and would like to understand whether street biking is really meant for you, you should not make the mistake of investing so much money to save 10 pounds of weight.

Above all, the Denali is well constructed and also appears quite sharp which makes it appear like any other much more expensive bike. Besides this, they also feature a reasonable setup. This particular bike features a Shimano Revo shifter as well as a Shimano derailleur having a fabulous 20 speed set up which is enough to get the job done for you. This Shimano brand is quite reputable on the market although it is not exactly the best brand out there. But it is not advisable to expect a top-quality brand name on an inexpensive bike like the Denali.

The GMC Denali Road Bike ships along with a 36 spoke wheel set having standard size road bike tires. This particular setup contributes significantly to the bike’s light yet stiff ride. In fact, if you are obese and are trying to lose your extra weight, you definitely will have a peace of mind because of the higher count of spokes which will be able to support you while riding. Bear in mind that the optimum weight capacity of the bike is as much as 220 pounds. However, some individuals have complained regarding uncomfortable riding due to the firm as well as thin seat. Nevertheless, it is advisable to go for a bigger and softer seat in case you really feel uneasy.

What are the Pros?

The positive feature on this bike is the 21 speeds. One more reason why you should purchase the bike is the presence of the Shimano parts. You can be assured that these components are going to last for a long time.

Another feature which makes this bike awesome is its light weight which will enable you to ride faster and safer.

What are the Cons?

Some of the components that require improvement are the tires and the pedals. In fact, the tires should have been constructed better for ensuring an improved performance.

What is the Overall Impression?

Reliability plus durability are the two aspects which make the GMC Denali Road Bike so irresistible. It is ideal for different purposes such as traveling, going to school, or even enjoy some great road biking. Although the performance level is so high, the price of the bike is quite affordable. It can be rightly asserted that the GMC Denali is definitely a great purchase for a long distance and decent road bike.

What Bike Should you Buy? Road Bike or Triathlon?


“What kind of bike should I purchase… a road bicycle or a triathlon .”

An excellent question and one that warrants some attention.

To start with, let’s have a look at the variations between a road bicycle and a bike.

The important difference between the conventional road bike and the bike is based on the geometry of the bicycle body. The seat tube is the extended tube going towards the seat up in the bottom mount. And drawn at the mount represents your seat tube angle

For a triathlon bicycle, the seat tube angle is usually 76-78 levels. A great little steeper compared to 72-degree angle seen on most road bikes that are conventional. The angle puts the rider farther forward on the bicycle creating a more aerodynamic body posture.

The road race” that is “ is usually a lengthier Level A to Point B bicycle race needing scheme and endurance. Rate typically takes a backseat until the latter portion of the race. A three week bicycle race nearly solely composed of daily road races” covering more than 100 miles per trip.

Interview – Ryan Van Duzer, Long Distance Cyclist and Adventurer

After two years in the Peace Corps, Ryan Van Duzer cycled 4,000 miles from Honduras to Bouler. He has also ridden from Maine to Key West along the entire eastern seaboard and worked as Boulder, Colorado’s Bicycle Ambassador, promoting bicycling and teaching safety clinics. He recently took his three-speed New Belgium cruiser bike on its longest ride ever, a mammoth cross country adventure from Oceanside, California to Washington DC to raise money for Community Cycles and prove that cycling is a viable transportation option.
Duzer has never owned a car. Heck, he’s never even gotten a driver’s license. He proudly proclaims his love for bikes – and beans. Exploring the bean thing is a bit outside the purview of Bikeway Central, but we grilled Duzer about his love for bikes and his experiences riding them.

Bikeway Central – Why do you think bikes are so awesome?
Ryan Van Duzer – I’ve been loving bikes since I got a shiny black BMX for Christmas when I was 8 years old.  Riding is fun, healthy, good for the environment and a great way to take a girl on a date J.  Everyone likes the feeling of being a kid again. Riding a bike magically transports you back to childhood.   
Bikeway Central – You’ve made several really long-distance rides (Honduras to Boulder, Maine to Key West, San Diego to DC). Why? What would your advice be to others who perhaps dream of taking long rides but never do so for one reason or another? 
Van Duzer – These rides have provided me with the most exciting adventures of my life! Nothing makes me feel more alive than pedaling off into the unknown.  My advice to others thinking about a long ride is to just do it! I know it seems daunting and impossible, but it’s a lot easier than you think – just pedal pedal pedal! 
Bikeway Central – Which do you focus on – the journey or the destination?
Van Duzer – I focus on having fun, it’s all about having a great time while on the road.  I’ve met so many amazing people on these adventures who have inspired me in different ways.  It’s all about the journey and the characters I meet along the way…getting to the destination is kind of sad sometimes because it means the fun is over, but my rear end is always very happy about getting a break from the saddle. 
Bikeway Central – On your San Diego to DC ride, I understand you were working with League of American Bicyclists and checking out bike friendly cities across the country? Any surprises (positive or negative)? Are there any bike facilities that you found in one city that you would love to see adopted in other American cities? 

Van Duzer – I saw some great cities along the way, I was very impressed with Tucson, I had no idea that in the middle of the desert there would be a bike-friendly city.  Also, I thought riding into D.C. would be a pain, I usually hate navigating though traffic in big cities but D.C. has an amazing bike path that led me straight to the U.S. Capitol.  It’s still surprising though that some cities have absolutely zero bike facilities, like Wichita.  I don’t think I saw one bike lane in the entire city. (Editor’s Note – Wichita does claim to have a 100+ mile bicycle route system. We welcome comments from Wichita officials or private citizens on Van Duzer’s observation.)

Bikeway Central – You talk in your Maine to Key West travelogue about seeing America at 15 miles per hour (mph). So much of our modern world is about speed – email wasn’t fast enough so now we have text messages, cars get advertised on the basis of their ability to go from 0 to 60 mp/h. What are the advantages of seeing the world at 15 mph? 

Van Duzer – I always tell people that traveling at 15 mph is the perfect speed to see the world.  When you’re a in car you fly past everything, but on a bike you get to stop and enjoy places you would normally skip in a car.  At 15 mph you get to see, experience, smell and LIVE every inch of an adventure.  

Bikeway Central – What are your thoughts on electric bikes – empowering or cheating?

Van Duzer – I think any bike is a good bike!  If an electric bike helps someone get introduced into the two-wheeled world good for them.  I wouldn’t use one though; I love the physical aspect of pedaling a bike. 

Bikeway Central – What are the 5 things that every long distance bike rider should bring / carry on the journey?

Van Duzer – I always carry lots of beans, peanut butter and Tortillas…but I know this diet isn’t for everyone. I always have a phone for emergencies, a bell to ring when you’re bored in the middle of nowhere, a sleeping pad to rest on after a long day, a video camera to capture the journey and…maybe a change of padded bike shorts. 

Bikeway Central – Thank you, Ryan!

Interview – Andrew Davison, B-Cycle CMO on Denver Bike Sharing Program



In that spirit, I am pleased to present an interview with Andrew Davison, the Chief Marketing Officer (CMO) at B-Cycle, the company that sold Denver its bike share program and is supporting Denver Bike Sharing in managing the program.

Bikeway Central – Thank you for agreeing to this interview, Andrew. Can you start by giving everyone a bit of background on B-Cycle as an organization?

Andrew Davison – B-Cycle is a joint venture partnership between [healthcare company] HumanaTrek bicycles and Crispin Porter + Bogusky [CPB, advertising and design agency]. B-Cycle is the national entity that designed the B-Cycle system for Denver and is in the process of selling that system to municipalities, corporate campus or universities that could benefit from a bike share system.

As a health insurance company, Humana understands benefit of the health and wellbeing. As a bike company, Trek is in a position to develop a bike uniquely suited for this application. CPB has the ability to understand proper positioning and branding, create the industrial design for B-Cycle docks and kiosks. CPB also handled all the marketing, advertising, the creation of a front-end digital platform, as well as the mobile and social components. Each partner brought something unique to the table, but we are all driven by a desire for culture change that would meet outstanding needs around health, the environment, transportation, pollution and traffic congestion. By banding together, these three partners home to bring solution that already exists in various European cities. The fact is that the USA is a little behind the rest of the world in understanding the benefits of bike sharing for urban environments.

Bikeway Central – Can you sketch out a rough timeline of how B-Cycle brought bike sharing to Denver? What is the scope of the current program?

Davison – The company’s genesis started with Humana, which set up a nonprofit entity to promote European bike sharing concepts at the Democratic and Republican National Conventions in 2008. Humana arranged to sponsor bike usage and bike rental at the conventions. Delegates could pick up bikes on loan and use them.

At the same time, some key people at CPB had visited Europe and thought that European bike sharing programs were really interesting. These CPB people thought that their company should try to implement a bike share program in Boulder [where they have an office] and make a difference on their home turf. Bikes Belong, an industry group, encouraged Humana and CPB to speak to each other and to bring in a bike company. We talked to Trek and it turned out they were interested. So we decided to form an LLC for-profit company [i.e. B-Cycle].

Based on the experience with bike sharing at the Conventions, B-Cycle decided that the prototype bikes needed to be recalibrated, so the racks, kiosks and bikes were all redesigned by the first quarter of 2009. Meanwhile, B-Cycle started conversations with the City of Denver building on pre-existing relationships that the city government had with Humana and the Democratic National Convention. Denver is a pretty progressive city, so they were excited about the opportunity to be the first in the nation at bringing a full-scale bike sharing concept to market.

We had some seed funding and leading citizens like Ken Gart of Specialty Sports Ventures led the charge on the private sector side. Denver was committed to doing this and becoming the first customer for B-Cycle. At that time, the City of Denver decided to form a non-profit entity called Denver BikeSharing to which it allocated funds to purchase equipment from B-Cycle.

B-Cycle is a national entity that is now engaged in discussions with numerous cities. We just won a contract in Broward County to implement a bike share program in the Fort Lauderdale area. We do have one main Canadian competitor that has implemented bike sharing in Montreal [BIXI].

Over the next couple of years, I’m confident that we will see bike-sharing programs implemented in a number of U.S. cities.

Bikeway Central – Please explain the rollout process for B-Cycle in Denver.

Davison – We’re putting a big piece of infrastructure into an urban core environment. In Phase One, we’ll have 500 bikes and 50 stations in a fairly limited area.

Next year, we will move forward with Phase Two – another 50 stations, another 500 bikes.

The total number of bikes can vary by city, but we envision Denver supporting 1500 to 2000 B-Cycle bikes in the near future. Of course, we could scale beyond that number depending on how large a service area the program encompasses, but we believe that 1500-2000 bikes would be sufficient to serve an area with approximately 500,000 to 600,000 people.

Different cities will of course have different utilization rates. In some cities, bikes will used for an average of 3 rides per day. Other cities, will see closer to 7 or 9 rides per day. That usage number will have an impact on how many bikes you need to reach market saturation.

It is important for cities and residents to realize that that are longterm investments in transportation systems. What happens in the first year or two is not necessarily indicative of the 10-year curve.



Bikeway Central – I hope other cities might be interested in following Denver’s lead on bike sharing. Can you give an idea of what it takes to run a program of this size? How many people do you have working on the program? What sort of costs were involved in setting up the program and maintaining it?

Davison – There are many variables depending on factors such as geography and seasonality. On average, cities can count on needing approximately one employee per 60 bikes. If the city sets up its own nonprofit organization to run the program, then the nonprofit will have an executive director and probably someone to handle bookkeeping tasks. On the operational side, you will have some maintenance workers and fleet managers who focus rebalancing field, what we call “operational rebalancing.”

The bike fleet is of course moving around within a geographic area as people use the bikes, so inevitably it will get unbalanced without proper intervention. Paris has the largest and oldest bike share program, so we have a lot of data from there. In certain areas of Paris, it turns out that bikes get ridden downhill. Very few people ride uphill compared to how many ride down. They all get parked at two or three stations at the bottom of the hill and have to be rebalanced back up the hill.

So cities should count on having approximately one employee per 60 bikes, plus the operational overhead of putting together and managing a nonprofit. It is important to note, however, that the system can pay for itself through both operational and sponsorship revenue. The goal is not to plaster the bikes or stations with NASCAR-type advertising, but sponsorship is an important component of the program as it allows corporate entities to get unique brand exposure. The way the system is set up and the technology involved generates a wealth of data that is beneficial to the riders, the city and the advertisers. The inventory itself – the bikes, the stations and the digital properties associated with the bike share program – provide quite a lot of opportunities for consumer touchpoints.

As for program implementation, I would say that using the phased approach as Denver has just makes sense. It reduces the size of the initial capital outlay. But when you’re thinking of the capital costs of bike sharing, remember that the average city bus has a $300,000 to $400,000 capital investment, plus yearly operating costs (driver salary, gas, upkeep, insurance, etc.). A bike share system can actually be an extremely affordable part of the transportation solution when you look at the alternative costs associated with cars, buses and trains.

Bike sharing does not actually replace these other means of transportation. We’re not anti-car, anti-bus or anti-train. Bike-sharing is intermodal. It gives cities the ability to build out their transport system and solve last-mile problems. Let’s say that I want to take the bus, but I currently have to walk a mile and a half from the bus stop to my home. Or I get into the city on the train, but then I have a two-mile walk to my office. Bike sharing can be effective in solving intermodal transportation issues.

Bikeway Central – Do you expect bike sharing to pay for itself in Denver? In other words, is an efficient and well-managed bike sharing program an expense or a potential profit center for a city? Compare to bus fare box subsidization

Davison – I believe that bike sharing can potentially be a profit center, but the first goal is operational efficiency, the next goal is break-even and then the goal can be profitability. We are talking about a significant culture change in terms of behavior and transportation dollars. Cities have to look at bike sharing pragmatically as a long-term investment. I think bike share programs can be sustainable and profitable through a mix of user fees and sponsorship dollars.

It is important to note that most existing transportation systems require a heavy amount of subsidization. I don’t believe that bike sharing will fall into that category in the long run. We don’t have financial data from other programs, but we do have usage data and the modeling we have done based on that usage data supports my projections that bike sharing can be sustainable or even profitable in the long term.

But you do have to build up the system first before you can get to break-even. You have initial capital investments that have to be amortized. If you break out the capital investment, we feel that operating expenses can be covered by operating revenue fairly quickly. The bottom line is that we do not envision bike sharing as something that would have to be subsidized over the long term by cities or municipalities to make it effective.

In part our projections are based on the belief that bike sharing does really provide a unique vehicle for sponsors. Not only do sponsors have their messages on a physical object, but this object then traverses the city, providing great exposure for the sponsor’s message. The entire bike share system provides sponsors with a mobile asset (the bike), a fixed physical asset (the station), as well as digital assets (Web, mobile and social) and a host of metrics, so we really enable sponsors to cover all their bases.

The challenge is that bike share networks do not really exist in the marketplace, so they are hard for potential sponsors to categorize. It’s just another example of the adoption curve over time. Even since the launch in Denver, we have seen increased momentum across board regarding interest in bike sharing.

Bikeway Central – How does the B-Cycle / Denver program compare to programs in other cities in Canada, Europe or elsewhere? Have you applied lessons learned from these earlier programs? Do you think you have improved on them in any way?

Davison – We have studied them as relates to mechanical features and how they have constructed docks, kiosks and bikes. Maintenance and fleet management is critical component – the equipment has to be fun, but also durable. We feel that we have learned numerous lessons all across the design spectrum. For instance, B-Cycle bikes include a patent-pending hard locking system. We have taken the additional step of making our bikes the most technically advanced by including GPS and bike computers integrated into each vehicle. These tools serve a dual function – they can give users a variety of metrics (calories burned, speed, etc.), but they can also help from a municipal and corporate standpoint in terms of efficiency and fleet management. Operationally, we have looked for areas of improvement around marketing and digital components of the system. This is a young industry. There are a lot of smart players driving hard and innovating. We’ll continue to tweak and build on our system as we move forward.

Bikeway Central – Is the program meeting your expectations so far? Do you have any facts and figures on members, bikes checked out, etc.?

Davison – It has only been a few weeks since launch, so we have not yet released any aggregate data yet. We’re really in a beta phase right now. We’ve just rolled out a significant piece of technology and as much as you like to test your products, you still can’t fully predict how it will fare in a real-world environment. So we’re still optimizing all aspects of the system.

As I travel around Denver, I do think the responses are overwhelmingly positive. There is a high degree of civic pride about being first in nation to have bike sharing at the scale of what launched in Denver. I’ve heard of restaurants offering discounts to people who roll up on B-Cycles. In the last couple of years, we’ve undergone a number of economic challenges and political changes. I think we are in a period where over the next 10-20 years, we’ll see even more changes in our society and people see this as part of the solution, so they’re fired up.

I have been involved in this B-Cycle project for two years and I have to say that it was really exciting when we started to see stations appear on all the street corners. It really drove it home to me that we are changing the urban environment. We are installing kiosks and stations throughout city. You cannot travel in certain areas of Denver without seeing B-Cycle bikes and kiosks. If you come to Denver from another city, you’ll walk around say what’s going on? What is this? There are 500 red bikes! It’s that prevalent.

We are thrilled with the response and the excitement and the momentum so far. Nothing speaks to this momentum more directly than the fact that a week after the B-Cycle launch in Denver, Broward County and Fort Lauderdale chose B-Cycle as vendor to come and put in a bike share system. We plan to get that system in place within the next calendar year, but have to do it right. If you rush it, you’ll pay for it in the long run.

Bikeway Central – Have you encountered any unexpected challenges, for instance in keeping stations supplied with bikes? If so, how have you overcome or dealt with these challenges?

Davison – Proper balancing of the system is an important issue. You have to be staffed appropriately to meet your customer needs up front and make sure your bikes are well-distributed. There are however a couple of ways to get around the distribution problems. For starters, B-Cycle stations have excess parking spaces amount to one and a half times the bikes allocated to that station (i.e. a station with 10 assigned bikes would have 15 parking spaces). At night, an operational crew redistributes and maintains the fleet as necessary.

But there are other ways to address the balancing issue. If the station is full, we’ve developed technology that lets the user call an operator, who can digitally confirm that the station has no free parking spaces. The operator can allow the user to terminate the bike sharing session (preventing usage free accrual). The user can lock the bike, the operator can verify the bike is locked and the operator can send out an operations employee to pick up the bike and move it to another station that has free parking spaces.

Interview – Dillon Doyle on Bike Sharing at the University of Denver


Bikeway Central’s coverage of Denver’s new bike sharing network continues with this interview of Dillon Doyle, Student Senator, Chair of the Student Organizations Committee and member of the Sustainability Committee.

Doyle played an important role in the development of the pilot bike sharing program on the University of Denver (DU) campus that laid the groundwork for the larger bike sharing network throughout the city of Denver.

Bikeway Central – Thank you for agreeing to this interview, Dillon. What was your role in the bike sharing project at DU? When did you get involved?

Doyle – I became involved over a year. When the Democratic National Convention came to Denver, there was a demonstration of the [bike sharing] idea and system. My colleagues who have since graduated, Zoee Turrill and MJ O’Malley, decided to bring a bike sharing program to DU. I got involved in the outreach part of the process and eventually worked out the successful early adoption program at the University.

Bikeway Central – What has been the reaction on campus to bike sharing? Has the university community embraced bike sharing?

Doyle – The Pioneers [shorthand for DU students] have embraced the program wholeheartedly. We have checked bikes out to nearly a quarter of the undergraduate students on campus, and I know the program is only going to get more popular. One of the biggest advantages of the bike sharing program is that it enables students to break down geographic barriers and get into the greater community without leaving an [environmental] impact.

Bikeway Central – I understand that bike sharing at DU was originally set up as a collaboration between the University and B-Cycle. Why did you choose this collaborative approach? Now that the larger Denver network has launched, is the on-campus component still a joint project or is it run completely by B-Cycle?

Doyle – In character with our Pioneering spirit, DU students were some of the first investors in the bike sharing system in terms of both time and money. But without B-Cycle, none of this could have happened. Through our collaboration, the City of Denver now has a world-class bike sharing program. The on-campus program is now completely run by B-Cycle, but the University took co-ownership of the program during the early adoption phase for liability reasons. 

Bikeway Central – Where did the money come from to set up bike sharing on campus? Were there unexpected costs or did the program work pretty much as expected? Was it like the current citywide system where users have to pay for membership and usage time, or was participation free for students?

Doyle – Students completely funded the pilot program…In terms of costs, we actually came in under budget! During the preliminary phase of the bike share program, students did not have to pay to participate.

Bikeway Central – Do you think that bike sharing could play a role on other U.S. college campuses? 

Doyle – I do! I have been contacted by a handful of Universities that are seeking to implement a similar program on their own campuses. It is my hope that we can serve as a role model for other Universities and students looking to create their own bike sharing programs. 

Bikeway Central – If you do it all over again, is there anything about the roll out or implementation of the bike share program that you would do differently?

Doyle – I would have provided more secure mechanism for tracking bike rentals. During our preliminary phase, we were not using the B-Cycle kiosks but only a lock-and-key system.

Bikeway Central – Finally, what are your thoughts on Denver’s bike infrastructure? Are there any specific improvements you would like to see? Do you think the city has the necessary bike infrastructure to make people comfortable using B-Cycle and riding bikes around town?

Doyle – Denver is fairly geographically spread out, and I think that bike paths are lacking outside of downtown. I know this is a crucial area for improvement, and I am confident that the City will be able to improve our bike pathways!