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150 Miles to Home

I've been fascinated by the grand tours, and maybe even more so by events like Paris-Brest-Paris because there's something really interesting that happens mentally when you're physically pushing yourself for a long time, and I also just love seeing lots of scenery. For the most part in my life though, I haven't done that much big mileage. In the last few years especially, my record when it comes to long rides has been spotty at best. Take last year’s failed attempt to ride down to Etna, Ca (a favorite destination of mine) and back, where I was stopped by high temperatures that just toasted me in the heat of the day, and ended up setting me back a bit physically for most of the rest of the summer.  Suffice to say that it's been years since I've tried anything very long, so you might say that I had an itch that really felt like it needed a good scratch.

When I realized that I would have a day free last week, I decided to take the opportunity to see if I could actually pull-off a longer ride, because I knew that a visit from family would have me mostly off the bike for the following two weeks.  Keeping past failures in mind, I tried to come up with a route that would be long, but not stupidly so, and hard, but not masochistic. 

A trend on this ride
Up onto the gravel we go

To do this, I came up with a reasonable route that over the course of about 150 miles would take me south over the mountains into California’s Shasta Valley, by way of the little town of Hornbrook, then east up over the large rounded flank of Ball Mountain, and north a bit to my dangling carrot—as it were—of Dorris, Ca, where I planned to lunch, before setting out west again. On my way home I planned to sample the northern end of the Topsy Turvy Road, aka Topsy Grade before heading back on highway 66 via the Greensprings Highway, into Ashland.

As luck would have it, other obligations got me off to the hilariously late start (for a ride like this) of 9:30am, but I tried to act like I was taking a real ride by making myself two peanut butter and jelly sandwiches (the best ride fuel known to me). So as the sun rose high into the sky, I headed off, trying to pretend I felt ready for what I was setting out to do.

Mount Shasta in the distance
Pavement

The first 30 or so miles were easy: I took the lovely old highway 99 up and over Siskiyou Summit, and in order to make better time earlier on, I bypassed the gravel and dirt options in favor of the wide-open speed of the freeway. Because there aren’t any paved roads connecting Hornbrook to Siskiyou Summit, you’re allowed to ride a bike on the interstate there.  It’s not something I would choose to do in many places, but this 6 mile or so stretch is really pretty pleasant because it’s mostly down hill, and goes by in no time. After I was off the interstatte, I headed east along small roads through Hornbrook before crossing the Klamath River to connect to the network of small, mostly gravel roads that criss-cross–and in the case of the ones I took–circle the Shasta Valley. With the classic brown-gold hills of Northern California rolling down toward Shasta on my right hand, and the rocky thumb of Pilot Rock sticking up in the near distance on my left, I started climbing through the little rollers the preceded the real climb up Ball Mountain.

Rolling gravel, with Ball Mountain on the left in the distance

I find that I do a lot of thinking on bike rides, and since it seems like most thoughts eventually come around to bikes, I end up thinking about bikes quite a bit on rides. This one being no different, I found myself thinking about tire size fairly often because while I love my 650x42b slick tires, I wondered at many points during the day whether they were really the best choice for this ride. In the freshly graveled rollers leading to the mostly paved climb up Ball Mountain, I had to lower my pressure significantly (I had started out with something silly like 45psi) in order to get any kind of climbing traction, and that meant some pickin’ and grinnin’ while I avoided the larger chunks of gravel in the road. Would something slightly larger, and just a little bit more textured not be a bit better, I wondered?

Looking down from Ball Mountain onto the road that I came in on

Soon though, I was past the gravel and onto pavement again, which made for a really nice climb. The road snakes up the edges of the mountain, and because of the somewhat unusual (at least for the area I ride most) shape of the mountain, it was actually steepest at the bottom, and slowly mellowed as I got to the top—or so it felt to me. In any case, my effort was richly rewarded with views of the epic sort, and I was feeling like I had made the right choice for my route. On the climb, I had the chance to think about a recent change I had made to my bike: the switch from White Industries VBC chainrings to a TSR single-ring setup.  I've ridden 1x setups for years on my mountain bikes, but hadn't made the switch on my more roadish bikes until a month or so ago and had been eager to see how it would feel on a longer ride.  While it was still early in the ride, the setup was feeling good, giving me the simplicity that I've come to love on my other bikes.  I've often wondered if it's odd, but I really notice the extra mental strain of having to just keep track of the gear I'm in and the chainline it creates when using a multi-chainring setup, and have tended to enjoy singlespeeds and 1x setups for challenging rides, but I haven't ever used one for really long day rides.  My 44 tooth TSR chainring paired with an 11-36 tooth 10 speed cassette meant that my gear range is pretty limited, but I like to have gears that I actually use rather than ones that I might use once every couple of rides.  I wasn't sure how this philosophy would work out on a ride that pushed my limits though.

At just short of 50 miles, I stopped for sandwich #1. This would be the biggest climb of the day, taking me from somewhere around 2500 feet, to about 6400, and I thought it would probably be smart to take a little break on the way up…and because I had left so late it was near lunch time, so I was hungry! Ever aware of my limited daylight, I didn’t rest for long though. A few minutes sitting on a stump eating my sandwich, and a few more lying horizontal while I tried to find the position with the fewest pine needles stabbing me, was enough to have me feeling ready to continue.

After climbing up through an increasingly rocky forest, I turned off on the first gravel since leaving the valley. Unlike those in the valley though, this was just a rough, chunky rocky road, and once again, my thoughts turned to my tires (yep, there’s a bit of a theme here, and one that would continue through the rest of the day). But after no more than a mile, I connected with another road that, though broken, had some pavement on it. Up there, the trees opened up in places into beautiful little mountain meadows—some with springs, and some with wildflowers—and I was very happy to have made it up there to see this new-to-me area. But the top didn’t last long and soon my road turned down, and as soon as it did, the pavement got some holes in it. Then as it turned down more steeply the holes got larger so that it was more gravel with a few patches of pavement here and there, and then finally it gave up all pretense of being paved, and was just a gravel road. I’ll let you guess where my thoughts led me.

Butte Valley seen through a clear cut

After bouncing along for long enough to ensure that my bike was thoroughly coated in dirt, I popped out on the pavement of School House Road, and started my 20 mile cruise along the flatlands of Butte Valley into Dorris.  I was happy to find that even though I had a slightly more limited gear range because of my 1x drivetrain, I had a high-enough gear to move across the valley at a reasonable pace.

Dropping into Butte Valley
Green fields in Butte Valley
Fixer-upper?
Sagebrush with Mount Shasta in the background
Smooth pavement in Butte Valley
Cloud-shadows and sunlight chasing each other across the landscape
Shasta

Butte Valley looks like a perfect example of what happens when you add water to a semi-desert landscape: the lush green fields are surrounded by wide swaths of sagebrush growing out of the multi-colored soil. It’s quite pretty, and being flat, I was glad that I only had a side wind as I headed toward what I hoped would be a tasty burrito at one of the town’s two Mexican restaurants.

First look at Dorris

Thankfully, finding one of them was about as easy as could be since it was almost the first thing I came to upon entering the small town, and I was soon munching on what I would say was a not-half-bad burrito. Well done, Dorris, and well done El Tapatio! But while Dorris may be able to produce a good burrito, I can’t say the same for markets. The only market in town appeared to be closing, with many of the shelves empty or with turned-over boxes sitting on them, I ended up finding a gas station to get a bottle of V8 and an ice cream bar (just to make sure I was as stuffed as humanly possible). Is this what people are talking about when they talk about food deserts?, I wondered as I swung a leg over my bike.

Leaving Dorris
Heading west
Pavement ending again

So, with a heavy belly I pedaled out of Dorris, heading west into what had become a strong headwind. After a few miles, the road turned to gravel, then the gravel turned to red cinders, then the cinders turned to rocks and dried mud holes. Then I teed onto Topsy Grade, and really started thinking about my tires again.

Afternoon light
On the cliff above the Klamath River

Topsy Grade is a really beautiful little road that follows the south bank of the Klamath River mostly continuously—though by a few different names—from the intersection of highway 96 and I5 south of Hornbrook all the way up to highway 66 west of Klamath falls. For most of its length it’s gravel, and in its upper reaches it turns into more of a jeep road as it climbs up onto the cliffs high above the river. It was just as it crested the cliffs that I met it, and for the next 10 or so miles it alternated between narrow rocky track and wider gravel logging road, and I thought deeply about my tires in between stops to look at the view. This ended up being the slowest portion of the ride, because even in the flat and descending sections—where I might have gone faster—I found it best to slow down because the thick layer of fluffy dirt hid large, sharp rocks that my tires simply didn’t have enough volume to soak up. Overall though, this was a lovely section: the sun was getting lower, and casting a golden glow over everything, and when I was able to stop and look down in to the valley, I found impressive views of black rock cascading down to the river far below. Quite nice.

Wildflowers
Klamath River
Rocks

The Klamath is dammed in four places, and just a couple of miles before arriving at highway 66, I passed the northernmost of them. The John C. Boyle reservoir—like all of the dams, and the reservoirs they create—is controversial, but the view of Mount McLaughlin over its water was very fine, and made me glad to be arriving there so near sunset. The late hour did get me thinking about how I should go home, and after only a mile or two of hemming and hawing about whether or not to take a more exploratory route, I decided that I had probably seen enough new territory for one day, and it would probably be smarter to just take the slightly more direct, and much more familiar way home along Greenspings Highway.

About a month or so earlier I had ridden the Greenspings Highway, aka Highway 66, out to a point near here with the thought of doing a loop home on a smaller connector, only to be turned around by deep snow, and I had thought of doing the unridden part of that loop as my way home on this ride too. But given my mileage and the time of day, I decided to make use of something else I had learned on that last ride: the ride west on the Greensprings is fast, and feels mostly down hill. It’s also beautiful in the sunset.

Open range

The last 50-ish miles were uneventful, and if I thought about my tires it was just about how nice they felt, and how quietly they rolled along. I eventually turned on my lights, and made it to the final descent into the Rogue Valley just in time to catch the last rays of the sunset reflecting in Emigrant Lake.

Into the sunset

In the end, I rode about 148 miles, and climbed about 11500 feet. I wouldn’t call any of that exceptional by any means, but it was enough to leave me feeling like I had ridden my bike, and enough—I hoped–to get me comfortably through almost two weeks without much of a ride while I visited with my family. Over the course of the day, I got the opportunity to think a lot about my tires and gearing, and I also got to see a wide variety of beautiful scenery.  I guess that’s about the most I could have hoped for on a long ride.

From a purely parts perspective, would I have changed anything?  The my tires were awesome on the pavement and felt fine on most of the dirt and gravel, but I think I could have gone faster with less work had I been on bigger (though not necessarily much knobbier) tires.  I'm still experimenting with different setups to try to find that perfect balance in the middle of my main considerations: wind resistance because of tire size, rolling resistance on all surfaces, ease of riding on rough terrain, and weight.  I think that had I not had the very rough sections of Topsy Grade, these tires would have been perfect, but since I did have those sections, a different tire might have been better. 

When it comes to gearing, I was quite happy.  I had just enough at each end of my gear range, and the system felt good and efficient.  Had I been more heavily loaded, I might have wanted either a slightly wider range or maybe a slightly smaller chainring up front.  As it was I couldn't have been happier though.  Always a stickler for efficiency, I did find myself wondering about how much effect the extra friction (if there is extra friction) of the narrow-wide chainring has once the system is very dirty.  When I was climbing the steeper grades (where my chain was more crossed) after riding for hours in the very abrasive cinders, I definitely felt like the drivetrain was grinding more.  Would it have been much if any better with a double chainring setup?  I really don't know.  The TSR chainrings run very smoothly, and on the long ride, I really enjoyed being able to simply shift to an easier or harder gear.  I've been riding geared bikes for a long time, grew up with triples, and tend to be very wary of change for change's sake, but from a purely enjoyment-of-riding perspective, the move to 1x systems has been one of my favorite changes in the industry in the last decade or two, so I'm biased here.  It's also possible that after a couple more rides on this system, I'll decide that for this bike the double does work better.  And that just goes back to one of the other industry-wide moves that I've been really happy about: direct mount chainrings.  White Industries VBC chainrings give the opportunity to get some unusual, but very useful gear combinations; but it's also nice to be able to swap out to the dedicated-1x TSR chainring so easily.  

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Springtime Exploration by bike

Here in Ashland, winter means we ride our bikes in the valley floor, and ski up in the mountains; but as spring begins to take hold, we follow the receding snow up and into the mountains as the roads and trails we love are once again uncovered.

Because the floors of the various valleys around here get hot as summer approaches, rides that tie in both valley and mountains tend to have a short ideal riding window, or need to be done with careful attention paid to when you’ll be in the low, hot areas, and when you’ll be up higher. Right now, the window is good for the red cinder roads to the East of the Cascade Siskiyou Monument, so a friend and I decided to spend the day exploring the roads that link the Iron Gate Reservoir and Copco Lake in California to the Cascade Siskiyou Monument to the North in Oregon.

Following the old road up to and over Siskiyou Summit, we descended down into Hilt, the first town on the California side of the border—noting along the way, and with quite a lot of dismay, that the landowners along the decommissioned section (that has long been a favorite cycling route) had really closed it this time. This probably means that the right-of-way will go away, and the roadway will get grandfathered in to those who live along it. One more piece of beautiful broken pavement gone, and I'd like to allocate some of the water that was blurring my vision as I careened down the interstate at 45 mph to be tears shed in its memory, if that's all right....

Between Hilt and Hornbrook, the only the only connectors are small, rough, and steep, and since we were going to be covering a fair bit of ground, we wanted to take the more efficient route, so we hopped on the interstate. It wasn’t long though before those few miles were over, and we were back on small roads.

My favorite barn in Hornbrook with some of the CORP train's cars behind it

In Hornbrook, we got to see the CORP train sitting with its cars loaded with plywood while mechanics’ backs peeked out from the open doors of one of its locomotive’s engine compartment. I like Hornbrook, but like many of the towns that grew up around the railroad and logging, it seems to be struggling to find its way forward. Last year parts of it got burned in the Klamathon fire, but overall, it’s looking pretty good, I think as we pass through on our way out to the Klamath River, which we’ll follow up to the reservoir.

In another example of the ups and downs of an area with limited economic activity, the Fish Hook Restaurant is closed now. Three years ago, when I last did this ride, I was surprised to find it open and went in to have a piece of pie and hear about how many eagles there were in the area and how the water tasted like soap or hairspray…I can’t quite remember which, but it didn’t sound very tasty. I slowly steer off memory lane and back onto the road as it tilts upward leading to the first summit with a view of the reservoir.

Climbing into the rocky hills around Irongate Reservoir

Iron Gate Reservoir is beautiful this time of year. The grass is green, the water is high, and the Klamath River flowing out of it is cold and gleeful. Later in the summer it will probably be full of toxic algae that gets started in the water that's warmed by its time in the reservoir, but right now it’s beautiful as we roll along beside it.

Cruising along the water
Irongate Reservoir

Around the North side of the reservoir we turn off the main road and climb up onto the higher ground to the North of the lakes, where we meander through a maze of red cinder roads that skirt the Monument. Once our bikes are well-coated with red dirt, we emerge onto the pavement that we’ll take back to Ashland. Whenever I ride in this area, I inevitably find myself thinking that I’m either farther along than I am, or that I have farther to go than I really do because the pines just stretch out in all directions, and the road is undulating, but not enough to really tell you where you are. The climbs aren’t terribly steep, but they seem to go on for ages…so it’s a welcome sight when we finally we make it to the sign that tells us that Tub Springs is only 1/2 mile away, and I’m happy for that because the water at Tub Springs is tasty, and I could really go for a swig of tasty water right about now!

After we stop and talk to a woman who’s filling up jugs with spring water, we set off for the final leg of our ride.

Just a bit more climbing a few more miles, and we’re at the top of the Greensprings Summit. From here it’s all downhill for long enough to give you a neck-cramp! The views on the descent down into the Rogue Valley are lovely, and this time of year the grass is green and the Vetch is spreading out like giant purple paint-splashes across the landscape. It’s times like these that I really love my Chromapops! But it’s not all super-saturated colors and polarized skies: the wind is blowing up the valley and into our faces as we tick off the last miles of the ride so that when we finally pull into town, I’m ready to clean up, make some late lunch, and enjoy the day’s memories from the comfort of my couch.

Rides like these are one of the reasons I love this area, but when I think about it, I’ve found similar ones everywhere I’ve lived. In most places it seems that the trick is looking for the small roads, and spending time poring over maps at home. I’ve found that if I look at maps enough, I just can’t stay home: I have to go out and explore to see what all those twisty lines actually look like on the ground. Getting to see what the unexplored (by me) places on the map really look like is probably one of my favorite things about riding a bike, and every time I get to do some exploring, I end up with even more ideas for other places I want to check out!  So keep an eye out for those little roads because they might just end up being your next favorite ride!

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Onyx Racing Hubs Are Here!

Today we're really excited to announce that we're adding Onyx Racing Products' hubs to our catalogue! 

And for a limited time you can get 15% off any pair purchased using code "ONYX_PAIR" until FEB 28th.

Minnesota based Onyx has been around for many years, having started out making hubs for BMX racing, and has slowly been gaining a following in large part because of their unique Sprag Clutch freehub, which gives virtually instant engagement (technically there's a tiny amount of rotation needed to engage the clutch, but take it from us: it's imperceptible) and infinite engagement points.  

After the instant engagement of the freehub, the next thing that jumps out about these hubs is what happens when you stop pedaling: silence!  In a world where loud freehubs are synonymous with high-quality and fast-engagement, Onyx hubs are a total anomaly because of their silent freewheeling.  And there's more to that silence than quiet: because when you coast, the sprags disengage, there is almost no drag caused by the freehub mechanism.  This is a big departure from traditional pawl-based freehubs, which generally employ some combination of more pawls and stronger pawl-springs to ensure quick engagement, which translates to more surfaces dragging across more teeth with greater friction, and therefore more drag. 

Onyx's road hubs are heavily relieved to shed weight, and like all of their hubs, are available in a huge range of colors!

To complement the low-drag freehub mechanism, Onyx hubs come stock with Enduro hybrid ceramic bearings to lower drag even more!  Hybrid ceramic bearings have lower drag than their steel counterparts, and are an upgrade that few hubs come with out of the box.  The fact that Onyx hubs come with them stock just shows that racing is more than just part of their name: it's part of their entire design ethic.  These bearings are protected from the elements with extremely tight tolerances in the bearing covers, and a labyrinth seal between the freehub driver body and hubshell.  And for those who want either full ceramic or full steel bearings, they are replaceable when and if they wear out.  

Onyx offers the Helix hubshell option on many of their hubs to save even more weight and give a truly unique look


Beyond the bearings themselves, Onyx hubs have an easy to use, and very solid bearing preload adjuster mechanism (with titanium bolts), which can really help get the most life out of a set of bearings, and which we feel is a great feature on any hub.  It makes adjusting the bearings possible (which a good thing to be able to do even with cartridge bearings), and also makes disassembling the hub much easier.

So can you get one to fit your bike?  The answer is almost undoubtedly "yes"!  From fatbike to road, BMX to boost singlespeed disc hubs, there is an Onyx for just about any spacing and configuration! 

If there's a downside to the design of these hubs it's that the sprag clutch is relatively heavy.  There is simply a bit more steel in the freehub than is necessary in most other designs.  Whether this is a big deal to you, is a decision you'll have to make, but we tend to feel that the benefits are worth the bit of extra weight for most riders.  For reference, a standard rear ISO disc mount Onyx hub weighs about 100 grams more than a comparable hub from Chris King.  It's something; but it's not unreasonable by any means, and we feel that the silent, low-drag design makes a small weight trade-off acceptable for most uses.  If you're trying to build an ultralight project bike, you might be better-off going with something from White Industries, but for most other uses, these hubs will be hard to beat.

Bikepacking.com had two different engravings on their set of hubs!  Photo courtesy of bikepacking.com.

One final, and very important note about these hubs is that you can get custom laser engraving at no extra charge!  When you consider the almost encyclopedic range of color options that the hubs have, and the fact that you can mix and match end cap and axle colors, this means that you can customize them more than just about any other hub on the market!  There are a few limitations on what you can have etched onto a hub, but within reason (think single color mainly), the options are endless!  The photo above from Bikepacking.com shows that intricate patterns are no problem, so as long as the design is single color and not copyrighted, you should be good to go!

These technically superb hubs are backed by a 5 year warranty, and we're really stoked to have them.  We're excited to be able to offer something that offers riders a unique product that has proven extremely durable and functional, and are happy to answer any questions about them so let us know if you've got any!  Also note that if you don't see a configuration on our site, just get in touch because it may take us some time to get everything up! 

In the meantime, head on over to the product page to take a look at the options!

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Custom parts kits are our specialty!

Do you want to make a matching kit, but aren't sure how to do it? We're here to help!

One of the things we enjoy most is helping our customers get the best parts kit for their bikes.  Sometimes that means something as simple as making sure they get the right headset or bottom bracket for their bike, but other times that means helping them match-up parts from various manufacturers to create a cohesive group that will give them a beautiful and functional build!  And remember also that just because these photos don't have wheels as part of them, we can also build complete wheels to fill-out your kit!

Because White Industries offers their cranksets with a variety of extractor cap colors, you can match your cranks to the rest of your parts in a really low-key, but effective way! This kit includes the White Industries M30 crank with Chris King ISO B Front and ISO B Rear Hubs, and a Chris King Threadfit 30 bottom bracket in Matte Punch.

Not everyone knows that Chris King makes beautiful headset spacers to match their other parts. This kit includes their ISO AB Front and ISO B Rear Hubs, Threadfit 30 Bottom Bracket, InSet 2 Headset, and Spacer Kit all in Matte Slate.
This White Industries kit includes the M30 Crank, BSA Threaded Bottom Bracket, and Zero-Stack 44 / External Cup 44 Headset in blue.

Sometimes black is best! This kit includes White Industries' M30 Crank, BSA Threaded Bottom Bracket, and Zero Stack 44 / External Cup 44 Headset all in black.




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AVT.Bike Will Not Pass On White Industries Price Increases!

Our friends at White Industries recently put out the following statement (below) regarding a pricing surcharge due to increased raw materials costs as a result of recently imposed tariffs. At AVT our entire business is built around brands that manufacture in the USA and we're proud to support this.

As a result we at AVT will not be passing on any price increases to you the end consumer... White Industries prices will stay the same for the foreseeable future. We love what White Industries are doing, and consider their products to be not only incredibly well designed and engineered, but also great value for money.

As an added bonus you can also get further discounts on certain White Industries products including CLD & XMR hub pairs, and G30 cranks as part of our CROSSISCOMING August Sale. Shop the entire sale here.

White Industries Statement:

"We wanted to give you guys an update on some changes you will be seeing for hopefully a short period.

TARIFF surcharge

In your recent orders you may have noticed there is a now a line item that says, "TARIFF SURCHARGE: USA COMMODITY INCREASE DUE TO RECENTLY IMPOSED TARIFFS."

The surcharge is due to severe increases in material and bearing costs. Despite using US made aluminum, steel, and titanium, we have still seen an increase of well over 28% in raw material cost alone. For this reason we have had to start attaching a 4% surcharge on all orders. Rather than increasing our prices, the tariff surcharge is listed making it easy for us to adjust or hopefully eliminate this surcharge when/if the tariff situation stabilizes. Thank you for understanding."

Photo: The Radavist (INSIDE / OUT AT WHITE INDUSTRIES IN PETALUMA, CALIFORNIA).

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Shopping Cart Issues on IOS / Safari

Since we launched the new website a month or so back we've been working to fix a few bugs. One of which was emptying the shopping cart when going through the checkout process using Safari on an IOS device (ie iPhone / iPad).

After some extensive testing we've uncovered the cause...

When we launched the new website we also switched to a fully secure site (with all URL's using HTTPS). For some users that had stored a cookie on Safari from the old site, we suspect this then causes the shopping cart to empty on the new site.

The fix for this is simply to clear your browser cache in the Safari settings in your IOS device as follows.

1. Go to Settings and then Safari:

2. Click on Advanced.

3. Click on Website Data.

4. Select "avt.bike" by clicking the red circle to the left of it.

5. Select "Delete" to clear the cache just for our website.

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How To Redeem A Gift Certificate

If you're lucky enough to have a gift certificate to use on AVT.Bike here's how to redeem it.

1. Select the product (s) you wish to purchase and add them to the Cart.

2. Checkout as normal.

3. When you get to the Checkout page you'll need to either login to an existing account or create a new one.

4. When you get to the Shipping section of the Checkout process, enter your Gift Certificate in the field shown and hit Apply.

5. This will then apply the Gift Certificate to your Account Balance (please note it does not apply it to the Basket total directly). You'll know the Gift Certificate has been applied as it will display this success message at the top of the page:

And then it will also show "Apply Credit Balance" alongside the other payment methods:

6. Select "Apply Credit Balance" as your payment method even if you still need to pay the balance of the order using Credit Card or PayPal. Click "Continue To Payment" which will show this "Payment" section of the checkout. 

7. Select your preferred payment method to pay the balance and hit "Complete Order", this will display a secure credit card payment screen hosted by Braintree (or direct you to PayPal if you selected that method). You will also see on the right hand side that the Gift Card has been applied and the balance to be charged is shown:

8. That's it! Sit back, wait for your email confirmation and your goods in a few days...

Any questions at all on redeeming gift certificates just Contact Us.

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New Website: What's New On AVT.Bike

Improved Navigation

With so many products and different categories on our site we wanted to make it much easier for you to find the product you're looking for. Our new Fly-Out navigation lists each of the major product categories and their sub categories. From there you can navigate via the category pages to find exactly what you're looking for.

More Product Information

On the product page you'll now find much more product related information. Starting with a gallery to showcase multiple product images which we'll be adding to over time. In addition to this we've added related products, and clear information on shipping & delivery times. Finally for major brands such as Chris King, White Industries and Phil Wood you'll find a brand specific footer with further product information.

Responsive Design Including Mobile Compatability

Our new site uses a responsive design so whatever screen size you view this on it will scale to suit. This includes mobile, enabling you to browse product and checkout from your phone.

New Payment Gateway

We've integrated PayPal's Braintree Payment Gateway into the new site to provide a 100% secure and PCI compliant payment process whether you are paying via credit card or PayPal.

User Accounts Carry Over

If you had created an account on our old website, this has been migrated over but you now need to login using your Email Address (and not Username). Your password will remain the same and all of your address details will have been moved over. Going forward you will be able to view any purchase history, but this does not apply to orders prior to June 2018. We still have a full archive of any past orders, so please contact us if you have any questions regarding historical orders.

Free International Shipping

In addition to our existing Free USA Shipping over $75 we've now added a free International Shipping option for orders over $350. Please consult our shipping policies page for more info on this as it only applies to First Class USPS International Shipping.

New Products

You find new products on the site from Astral by Rolf Prima, Knight Composites, Our own AVT Works Custom Wheels and Paul Components latest Purple Ltd Edition Pre-Order amongst others.

Revised Legal Terms & Email Usage

In line with recent EU legislation related to how customer data is used (otherwise known as GDPR), we've updated all of our legal disclaimers; Privacy Policy, Terms & Conditions, Returns Policy, Warranty Policy. We've also adjusted how we collect emails related to newsletter subscriptions to be fully GDPR compliant.

Comments, Feedback & Suggestions

We hope that you find the changes we've made useful and that they improve your browsing and purchasing experience. If you have any comments, feedback or suggestions we'd love to hear them via the contact us page.

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