Saturday, 11 February 2017

Volume 5 - 5 Fatbike Videos You MUST Watch

Festival, birki, race . . . throw the word fatbike in front of it and you know its gonna be fun.  Flotillas of fatbikes, chatting fat, riding and food all mean a good time.  In this fifth installment of the 5 Fabike Videos You MUST Watch series we look at a sprinkling of fatbike festivals from all over.

Just in case you missed the previous installments:

Volume 1 - Random

Volume 2 - Cool Edits

Volume 3 - Around the World

Volume 4 - GFBD

2017 Borealis Fat Bike Worlds in Crested Butte.  Fun races, tandem fatties, bananna suits and slow motion falls in fluff snow + super photography. (2:46)

2017 Pippy Snowbike Festival in Newfoundland. It was all sunshine and bunnies . . . until the race started.  This event had a ride and race, coupled with demos, food and festivities. The 60+ riders had a blast. (5:50)

Fat Bike Race at Table Mountains Poland. Pink tights, mass start crash, a crazy skinny and thumbs up. (4:16)

2017 Snow Bike Festival Gstaad Switzerland. Beautiful scenery, climbs and cows. This four day even ran like clockwork. (3:34)

Chugach Fat Bike Bash in Valdez Alaska. Starts with epic solo downhill carving through the white stuff. Fluffy snow, open water and racing. Look out 2017. (3:46)

Ride on!

Saturday, 28 January 2017

Wren Inverted Fatbike Fork | Full Ride Report

If you have been following this review of the Wren Inverted Fatbike Fork you have already seen Introduction and the Install & Setup.  If not you may want to take a peek them first before jumping into the juicy ride details.

So now its time to see how the Wren handles some real world multi seasonal conditions. 


The test vehicle for the Wren was a 2016 Norco Sasquatch 6.1 that sported a Bluto from the factory.  The white Bluto had 100 mm of squish, an axle crown measurement of 511 mm, a 51 mm offset (rake) and an MSRP of $685 - $715.  The specifications of the Wren (WSF150-110ATK) include 110 mm of suspension, an axle crown of 530 mm, offset of 45 mm and MSRP of $999.

On paper the Wren is slightly taller with slightly shorter rake (more trail) which translates into more stability at speed coupled with slower steering when travelling more slowly.  Descents should also be slightly easier. However, in reality the actual difference in geometry between these two forks is minimal.  But the big question is . . . how does the Wren actually feel and handle in the dirt and snow?

Having almost 12 months on the Bluto it saw all varieties of terrain including: snow (pristine to cratered), ice (smooth to fractured), flowy single track, gnarly cross country and downhill, mud and water, gravel grinds, pavement and untouched back country exploration.  The Bluto did what was supposed to do while exhibiting some flex and mimicking a pogo stick from time to time.

The Wren Inverted Fatbike Fork was mounted up to the Sasquatch and after 6 months (early fall to the dead of winter) it has been exposed to the same terrain and environment.


Simply put, the Wren does what the Bluto was meant to do, but it does it much better.  The design of the Wren makes it much more stable and smooth than the Bluto.  Drop offs can be taken without worry of bottoming out the fork and rock gardens can be taken at whatever speed you are comfortable attacking.

The Wren not only feels solid . . . it is solid.  No hinting of flex, with the only movement happening within the 110 mm of keyed stanchion travel.  And with the Wren being infinitely adjustable, it can be set up for any rider for any conditions and not disappoint.

When installing the carbon bash guards I did have some reservations about the durability of the thin guards that felt like brittle plastic.   Boy was I mistaken . . . those suckers are tough.  Repeated whacks by low hanging branches and shrubs, coupled with slight pecks from a rock or two have resulted in only a few scrapes and scuffs.  I have a new respect for carbon.

The lockout, although no remote, successfully limited the suspension when not needed during gravel/ice grinding on level surfaces.  When heading out bikepacking I did use the lockout for a very short period of time.  Having a pile of gear (4.4 kg/ 10.2 lbs) strapped to the bars I had anticipated that the Wren would be bobbing and weaving like the Bluto had done when I ran a lightly loaded bar bag.  With a tiny tweak of the rebound, and no adjustment to the air chambers, the Wren was actually able to run unlocked while carrying extra gear AND hitting trail humps and bumps. Cool!

During the winter season many people carry their fatties to the trailhead inside their vehicles to minimize road grit and grime.  This generally means removing and installing the front wheel twice per ride.  While a certain amount of finesse is needed to install the axle, the more practice the easier it gets.  Having removed/installed the axle well over 100 times there is no obvious wear and tear to the axle or fork.

A big concern for Bluto winter riders is the tendency of it to freeze. The aftermarket has come to the rescue, but why hasn’t RockShox fixed the issue in its design?  The folks over at Wren Sports state that their fork will not freeze up in conditions that would impact the Bluto.  To date the North Atlantic winter cold has had no impact on the Wren’s performance during winter testing . . . even during a two-hour frozen lake circumnavigation hitting several ice heaves along the way.  Wren Sports, in anticipation of some riders taking the Wren into uber-cold conditions are currently doing testing on polar grade temperature modifications.

While scooting the winter trails one day I spied a narrow snow bridge spanning a two-foot wide trench across the trail.  I though it was solid, but the front tire broke through (at speed), dropped into the deep trench and stopped.  After dusting myself off and straightening my severely twisted bars I inspected the fork.  There was no damage and it continues to track well.

Riding the Bluto aggressively in winter, more specifically into a tight downhill turn, the fork dives and sticks making exiting the turn anything but graceful.  As such, when anticipating such terrain I would lock out the fork.  The Wren does not exhibit such quirky behavior, but instead rebounds as you would expect allowing smoother and faster exits.

It’s pretty common knowledge that the Vee Snowshoe 2XL is one massive tire and is only able to fit the frame of a limited number of fatbikes.  Running it on the front is possible with a rigid fork, but good luck running it on a suspension fork . . . until now.  The Wren Inverted Fatbike Fork with its 5.35” clearance between the upper sliders easily clears the 2XLs girth. Super float and squish . . . excellent!


The Wren Inverted Fatbike Fork is a fine piece of technology and is solidly creeping into the fatbike front suspension market.  Not only have individuals recognized the benefits of the Wren, so have niche fatbike dealers that offer the Wren Inverted Fatbike Fork as standard/optional equipment on bike builds.

Customer service is second to none. You have an issue or question about the fork, or any of the products Wren Sports offer, they are only an email or phone call away. They are super responsive and super helpful.

As the fork is assembled and designed in a modular format all parts can be exchanged for new parts when needed.  If you are unable to get the fork to one of the ever expanding network of service centers, much of the maintenance and adjustments can be done by a competent bike mechanic.

Wren Sports has created a benchmark that all other fatbike suspension fork builders should aim to aspire . . . if they can catch up.

If you are unhappy with your current front suspension, building a fattie from scratch or looking to add squish to the front of your fatbike . . . be sure to check out the Wren Inverted Fatbike Fork by Wren Sports.

Ride on !

Sunday, 15 January 2017

Fatbike Front Suspension | Guide & Comparison

Many people will agree that front suspension is not really needed on a fattie in the winter as the white stuff generally covers the nasty humps and bumps.  The available squish in the aired down tires make most riding quite enjoyable.  However, when riding trails frequented by hikers, front suspension is appreciated when hitting frozen sunken footsteps.

When riding a fattie in the other three seasons the need for front suspension increases significantly.  Is it absolutely necessary . . . not really. You just have to ride a little slower to minimize the front end jarring, or fly down the trail just kissing the crest of each bump.  If your riding style is somewhere in between, front suspension should be in your future.

If you are the kind of rider who craves specifications and details, be sure to check out the chart below.

RockShox Bluto

When people think of fatbike front suspension the first name that comes to mind is the RockShox Bluto. Hitting the market in late 2013 the Bluto was the first mass produced front suspension for fatbikes. Available in 80 mm, 100 mm, and 120 mm variations this fork was well appreciated by those riding fatties outside of the winter months.

Word around the LBS was that the Bluto does not use the latest and greatest technology, but rather borrows something from the not to distant past.  It was quickly realized by the fatbiking community that the Bluto did not like the cold . . . which is unfortunate since winter is the preferred habitat of the fatbike.  The aftermarket quickly came up with a solution, which oddly enough, when installed could compromise warranty.

Nevertheless, the Bluto has smoothed out a lot of trails.  Its simple to set up with air in the left fork and rebound and manual lockout on the right.  It can run up to a 5" tire and the remote lockout option is quite popular.  And a relatively simple spring swap can change your travel.  Color options include black or white.

MSRP $685 - $715 USD

WREN Inverted

Initially known as the "fork of many names" this inverted fatbike fork came to market around the same time as the Bluto and was initially stamped with an 11Nine and Carver logos.  In 2014 Wren Sports started selling its Inverted Fatbike Fork and after extensive testing became exclusive North American distributor of this non-traditional fork. Extensive tweaking & improvements include: keyed stanchions, beefed up crown, stronger bushings, new axle, stock carbon fiber stanchion guards, cable guides and a TwinAir system.

Keeping the larger 43 mm stanchions on top allows the lighter 36 mm lower stanchions to be more responsive. The TwinAir system, with two air valves (one on top and one on bottom) allow fine tuning of the fork.  The adjustable rebound knob on the right fork keeps the damping in check and the lockout can make the fork rigid when needed. Travel is from 80 mm to a whopping 150 with the capability of running a 5.05" tire.

Another interesting feature of this fork is that practically all the improvements can be retrofitted on older forks.  And if you can't get it to a factory service center much of the maintenance can be completed by a competent mechanic.

There are other companies that currently sell similar looking forks, however they do not have the extensive range of improvements that are available in the Wren.

MSRP $999 - $1149 USD

RST Renegade

In 2015 RST (Rapid Suspension Technology) introduced its Renegade to the fat world.  In addition to the 1.5" tapered steerer tube, they offer a straight option for those running fatties without the a tapered head.  In 2016 the Renegade made its way into the Norco fatbike lineup on its Sasquatch 6.2.

The Renegade offers three travel options (80 mm, 100 mm and 120 mm), has an optional remote lockout, room for a 5" tire and is available in black and white.


Lauf Carbonara

Originating from land of geothermal energy we have the ultralight Carbonara fatbike fork.  In 2015 these folk introduced the fatbike world to a truly original type of suspension with no moving parts.  By suspending the axle behind the fork and between two sets of fiberglass leaf springs, the Carbonara give riders 60 mm of suspension.

Weighing in at about 1100g (2.31 lbs) this is the lightest fatbike suspension fork on the market and it has the chops to run a 4.8" tire.  However, the limited travel and lack of rebound damping may limit the fork's usability to the smoother of the gnarly trails.

Lauf can actually supply the Carbonara in a number of cool colors (at a small premium) to compliment just about any fattie.



While not exactly a fork, the Stafast suspension stem does reduce jarring impacts on the front of a fattie.  There may be some resemblance to suspension stems of days gone by, but the technology is all new.  The Stafast suspension stem uses an adjustable air shock with 25 degrees of adjustable rise and it weighs in at around 360g.

By replacing a standard bicycle stem with Stafast, strain on a rider’s upper body is decreased dramatically; and unlike other dampening components on the market, StaFast lessens impact without sacrificing performance

The Stafast stem was tested by Fatbike Republic and the stem delivered as promised.  Check it out here.  It provided 15-20 mm of suspension to take the edge off the rough terrain, its super easy to install and it can easily be swapped between bikes.



In the very early days a few inspiring fatbike engineering ninjas adapted the Cannondale Lefty fork for fatties.  There were numerous challenges in getting these babies to work correctly, but people did. Cannondale now offer the Lefty Olaf as a suspension option on their high end Fat CAAD 1.

Finally there are the Asian knockoff fat suspension options that we have all seen on various sites. These forks are generally offered at crazy low prices and the specs seem a little dubious.  Some people who have purchased them claim that they are exceptionally heavy and don't live up to the claims.  I guess its a buyer beware situation.

And for you detail nuts . . . click on the chart below to enlarge.

As the fatbike market evolves there may be new players providing front end squish, but in the meantime you do have several options from which to choose.

Ride on!

Friday, 30 December 2016

Wren Inverted Fatbike Fork | Install & Setup

Having no prior fork installation experience it was off to the interweb to do a little research.  I discovered that prior to installing the Wren Fork it would require some trimming of the steerer tube and the installation of a new crown race.
Not having a crown race on hand I contacted the fine folks over at Cane Creek who hooked me up with one of their premium 110 - Series models.  According to their literature the 110 – Series is backed by a crazy 110-year warranty.  With crown race and fork in hand it was off to my LBS (Canary Cycles) to trim the tube and install the crown race.

With the steerer tube trimmed and the crown race installed it was time to remove the Bluto. I discovered that it was not that big of a process - remove wheel, release cable ties, remove brakes, remove stem and tap with a rubber mallet while supporting the fork.

Installing the Wren Fork was pretty much a reverse process ensuring that there were enough headset spacers to match the new tube length and that the stem was snugged up and aligned correctly.  It’s important to note that the Wren can handle up to a 160mm rotor.  If your rotor is larger your will need to track down an adapter.

Wheel installation on the Wren requires a little more finesse than regular forks.  I found that the left (air) leg extends a tiny bit longer, but once both legs are aligned the supplied quick release axle will slide through.  Its also interesting to note that the axle can only be inserted from the BRAKE MOUNT (left) side of the fork and it is secured on the opposite side with a supplied nut.

So with the wheel installed it time to set the sag.   Wren does have a detailed procedure [LINK] on their site . . . but I will say that it involves balancing the volume in both the upper and lower chambers using a combination of psi and pump strokes.

When setting up the fork for your riding style its important to remember that a larger volume of air (more pump strokes) in the top chamber, relative to the bottom, will exhibit a more plush ride.  If the bottom chamber volume is larger (more pump strokes) the fork will exhibit a stiffer, more progressive ride. Through some trial and error I discovered that with 22 pump strokes in the top chamber and 6 in the bottom (60 psi) gave me the plusher ride I was looking for.  Cranking the damping counter-clockwise, slightly past center, gave me a little quicker rebound.

The installation of the carbon bash guards was very simple.  Pop the clamps on over the tube, slide in the guard and tighten the clamp.

The cable guides are equally easy to install. Slip the inner sleeve over the cable, slide it into the outer casing and zip tie the outer casing to the fork in locations to minimize rubbing.

With the fork installed its time to ride!

Check out Wren Sports | Inverted Fatbike Fork if looking for a little more detail on the Wren Fork.

Ride on!

Saturday, 24 December 2016

Merry Christmas

During this holiday season spend some 
quality time with family and friends.

If they fatbike . . . be sure to spend some 
extra special time with them.

Ride on!

~ Fatbike Republic

Saturday, 17 December 2016

ARKEL Seatpacker 9 | Bikepacking Deluxe

Bikepacking is a subsegment of cycling that has been growing by leaps and bounds in recent years. Its like backpacking where you strap minimalist equipment and supplies to your body and head off into the wilderness, but instead you strap the gear to a bike and head out even further into the wilderness.  And fatbikes . . . well they are the perfect mode of two wheeled transportation for this activity.

Fatbike Packing | How to start just scratched the surface on topic of bikepacking.  In researching the subject of bikepacking bags I discovered that Arkel were expanding their product line to include bikepacking gear. Having some experience with their panniers in a previous life, I reached out and they were kind enough to send Fatbike Republic a Seatpacker 9 for some testing on an island in the unforgiving North Atlantic.


Arkel is a Canadian company that came to life 1988 and have been creating and manufacturing high quality cycling bags.  Using only the best materials and smart designs, they have stellar customer service and back their products with a no hassle, lifetime, transferable warranty.  Their factory shop and showroom is in Sherbrooke, Quebec where they have all their products proudly on display.


As mentioned previously the Seatpacker 9 is a relatively new item to the extensive Arkel product catalog and it shares the bikepacking shelf with its bigger brother the Seatpacker 15.  The only real difference between the two is capacity with the Seatpacker 15 having 6L more of storage than the Seatpacker 9.

Seatpacker 9
Some interesting features of the Seatpacker include:

- quick release seat rail hanging rack
- super fast bag install and removal
- no tail wag or thigh rub and zero side to side movement
- tapered nose and reinforced front panels
- waterproof (non submersion)
- drop seat compatible
- zippered cell phone pocket
- several tie-down loops
- sprinkling of reflective fabric
- fits seat rails <2.25" and >2.25" (with supplied adapter)

Cell Phone Pocket
The Seatpacker is made entirely in North America.  All of the fabric (even the fiber) is sourced in the USA.  The main body of the bag is made of 1000 denier Codura nylon that has been reinforced with a nylon grid.  The inside liner (gray) is made of a fully waterproof 210 denier TPU laminated nylon with sewn and taped seams.  This makes for a fully waterproof main compartment.

Hmmm . . . Nylon
Sewing and construction of the bag is 100% completed at Arkel's factory in Sherbooke, Quebec.  The aluminum frame for the seat rail hanging rack is made from 6061-T6 aluminum.  It is also made in Sherbrooke by a fairly small and dedicated neighborhood machine shop where coincidentally, the owner and some welders are dedicated mountain bikers.  And the plastic components are also made in Quebec in cooperation with a tech college which manufactures the parts while demonstrating the molding technique to their students.

Its In The Details

Dropping the Seatpacker 9 on the scale the rack weighs in at 280g and the bag at 353g for a total of 633g (1.4 lbs).  This is slightly less than the claimed 640g.

Bag Weight

Rack Weight
As the name suggests the Seatpacker 9 has 9L (550 ci) of storage and that is measured with one fold of the bag end.  Two folds and storage is reduced to about 8.5L.

9 L of Storage
Arkel recommends a minimum of 7" clearance from the the seat rail to the top of the tire to clear the Seatpacker 9.  Any less than that and the bag will be scrubbing the tire.


Installing the Seatpacker is dead simple.  So much so that Arkel condensed it into a four step infographic located on the bag tag.  If the rails on your favorite seat are spaced <2.25" then you use the small aluminum bar to attach the rack to the seat.  If >2.25" you must use the large bar and an enclosed plastic adapter.  The seat shown below was exactly 2.25".

Rack Install

The small bar was a little short and the large bar would not fit . . . so the small bar was used and the toggle clamp was cinched down a little tighter. Once the logistics of the seat rail & aluminum bar were figured out, installation and removal of the rack takes less than one minute and is super sturdy.

The reinforced rubberized plastic seatpost clamp snaps securely over the post with a velcro strip to ensure it stays in place.  If used on a dropper post the clamp would secure to the upper part of the stanchion and allow the post to slide.  Neat idea.  The only limitation would be the available space between the bag and the tire.

Seatpost Clamp - Dropper Compatible

The bag itself installs in a flash by sliding the aluminum rack into a sleeve on the top of the bag.  A velcro strap secures the bag to seatpost and you are done.  Removal of the bag is just as easy and can be done in mere seconds. 

With the seat adjusted to my preferred height the rails measured 8.5" from the closest point on the tire.  With the bag installed there was 3.25" of clearance between the bag and the tire.  Perfect.


Shortly after receiving the Seatpacker 9 an opportunity arose to field test the bag on an overnight trip.  It was mid-October and temperatures were forecast to be above freezing with no rain and little wind.

Quickly pulling together gear for the trip I stuffed the Seatpacker 9 like Uncle Jerry stuffing himself during Thanksgiving.  So much so that I was unable to fold the end of the bag and connect the side straps.   I jammed 3.98 kg (8.75 lbs) of gear in the bag.  I then discovered that the straps at the end of the bag could be connected effectively "supersizing" the 9L and making a decent carry handle.  However, the waterproof capabilities of the bag was compromised as the end of the bag was indeed open to the elements.

A 3.5 hour drive to the trail head and a 4 hour ride got me to my overnight destination of Point Rosie.  The 25 km trail consisted mostly of dirt packed single track, matchbox sized beach rocks, sand and a good sprinkling of water and mud.

When I got to my final destination the bag removed in mere seconds and even doubled as a not so comfortable pillow as the temperatures dipped below freezing overnight.  Thanks Environment Canada!

During the entire 50 km round trip I can honestly say that I did not notice the Seatpacker 9 hanging off the back of the seat.  I actually had to reach back a couple of times to ensure that it was still there after hitting a few rough spots.  No leg rub, no swaying, no nothing.

I did stop at one point to check the seat rail attachment.  Even with the extra cinching the small aluminum bar had shifted slightly on the rails.  Probably because the rails fell right on the 2.25".  I removed the bag, readjusted the rack and continued.  I did not notice any difference in performance between when the bar had shifted and when it was seated correctly.

It was unavoidable, but the Seatpacker 9 did make a wonderful seat fender keeping the muck and grime off my back.  As I was unable to test the Seatpacker's waterproofness during the trip I grabbed a large roll of paper towels, stuffed it in the bag, snugged it up and sprayed it unmercifully with a garden hose for several minutes.  Not really a fair or scientific approach to testing, but the bag came out super clean and the towels were dry.  Quite acceptable.

Water Testing

Although slightly diverging from the true backpacking theme, I was able to install a rear rack on my fatbike and still maintain 1/4" clearance with the Seatpacker 9.  The rack allows for additional mounting points and the ability to run panniers for more storage.

Panniers Anyone?

Finally, the Seatpacker 9 also makes for a pretty decent extended seat bag to get the gear off your back when trail riding and not carrying loads of stuff into the unknown.

On The Trail


The Seatpacker 9 did not disappointment.  With the amount of gear that I stuffed into the bag I was expecting something to give.  Nope. The heaviness of the stuffed bag was not noticed while riding and the pocket to store my phone/GPS was handy.  The bag was easy to install/remove and it cleaned up well when muddy.  And lets not forget that it also looks pretty sharp.

Although not tested, the simple and functional design of the seatpost clamp would easily allow the use of a dropper post.  In my particular setup it would have provided a drop of about 3".  This of course will vary by bike and rider.

The seat rails on the saddle used for testing just happened to be exactly 2.25" which was a tad wide for the small bar and to narrow for the wide bar. All the other seats in my inventory measured <2.25".  I chatted with the folks of Arkel about this and they recommended slightly trimming the wide bar to fit the 2.25" seat rails perfectly.  Arkel also have an adapter for Brooks seats that tend to be extra wide.

The folks at Arkel love cycling and love what they do.  I anticipate new and exciting advances in the bikepacking world from this Canadian company. For a closer look at the Seatpacker 9 head down to your local bike shop, swing by Arkel's showroom or visit them online. 

Ride on!

Sunday, 4 December 2016

Point Rosie | Fall Fatbike Bikepacking

The last time I visited Point Rosie was September 1999 on an ATV and I have always wanted to get back 
to the resettled fishing community on the south coast of Newfoundland.  I have always wanted to go bikepacking and the stars finally aligned in mid-October . . . not the best time to head out fatbike bikepacking along the shores of the cold North Atlantic. 

The residents of Point Rosie (also known as Point Enragee) were resettled in the 1960s to a number of larger communities in the area.  There were no roads to the community and it was only accessible by boat.   Before the resettlement the community was prosperous relying on the inshore fishery (cod) and in later years lobster.   It now thrives as a cabin community located at the end of the Garnish - Point Rosie ATV Trail. 

Throughout the year I had collected gear for my first bikepacking trip, watching the classifieds and checking out sales at the big box stores.   I did not particularly want to cough up a large chunk cash for high end gear on something that I may not thoroughly enjoy.  After doing a significant amount of reading about bikepacking the number one thing that I discovered was to keep the gear light and compact.  When I combined light, compact and cheap I questioned if my tent and sleeping bag purchase was the best choice for October.

I scanned the weather several times a day for two weeks watching for the opportune time to pack up the bike.   When I saw a window of two days without rain and above freezing temperatures, I pulled the trigger and started to assemble my gear: shelter, food and clothing.

My shelter consisted of a 6 x 4 two man tent that I had to lie corner to corner in order to stretch out.   I rustled up a piece bubble foil insulation as a sleeping pad.   The sleeping bag was rated for 5 C, but as projected temps for the night was 5 C I picked up a space blanket at the dollar store.   While at the dollar store I scored a couple of 10L dry-bags, a LED flashlight, enamel bowl, metal utensil kit and a small strainer for less that $20.

Food for the trip was actually relatively easy to pull together.  As it was an overnight trip I need two main meals (supper and breakfast) and snacks.  Supper consisted of Annie's Organic Mac & Cheese with added freeze dried peas, corn and peppers, and breakfast was organic oatmeal with added nuts and seeds.  Snacks were mostly Cliff Bars, applesauce and banana chips.  Both meals could be prepared by boiling water in my tomato can kettle.  Although there is no shortage of fresh water in the area I did decide on carrying 2L.

Socks, underwear, merino wool sweater, splash pants, gloves, toque and jogging pants consisted of the extra clothing.  Its surprising how much space clothing can actually occupy, however a compression bag would condense it.  I didn't have one so off to Walmart I went to track down a pair of ladies compression stockings.  That was an adventure in itself ending with a little old lady giving me the stink eye.

I packed the food, clothing and most of the utensils in an Arkel Seatpacker 9.   It was jammed completely full to the point where I could not roll the end. 3.98 kg (8.75 lbs) of gear hanging off the seat of my Sasquatch. 

I wrapped the bars with gray pipe insulation and bungeed the tent to the bars.  Then came the sleeping bag and remaining utensils stuffed in a dry bag and bungeed over the tent.  Water, matches, saw and other bits n' pieces were jammed in my backpack.  There was 8.33 kg (18.5 lbs) of gear strapped to the bike. Ouch.

I left the house at 6:30 AM for the 4 hour drive to Garnish and I was at the trail head by noon.  One thing I failed to check before I left was how the Wren Inverted Fatbike Fork would work with the extra 4.35 kg (9.5 lbs) of gear strapped to the bars and I did not bring a shock pump.  So I cranked up the rebound a tad knowing that I could lock it out if needed.  Another unknown was the unridden Schwalbe Jumbo Jims that I had just mounted up, swapping out the Vee PSC Bulldozers.  With bike loaded up I headed out on the 24 km trek to Point Rosie.

The trail starts with crossing the Felix Scott Memorial Bridge.  If by that time you had not picked up your day pass, there is a donation box just as you cross.  The trail itself  meanders from sheltered inland double track (ATV trail) to beaches that kiss the Atlantic Ocean.  You will overlook the ocean and cut through areas of barren  tundra.  Depending on the tide you will encounter fast rolling compacted sand, or energy sapping beach rock beaches.  And the bridges may seem a little sketchy, but they are quite solidly built.  It was an enjoyable four hour ride to Point Rosie.

Felix Scott Memorial Bridge

Bike on Bridge


Along the way I chatted with many ATVers who were quite curious about what I was riding and why I was doing it.  A friendly bunch of folks.  A few of them actually mentioned that there were two other guys on bikes like mine ahead of me.  That explained why I thought I saw glimpses of fatbike tracks every few kms.

Some sort of old machinery

The long beach

Energy sapping rocks

Typical trail

One of many bridges

Lost bouy

I landed at Point Rosie around 4:00 and immediately started surveying the area for a sheltered spot for a campsite.  I was getting ready to pitch the tent when a cabin owner showed up and and said that I could set up my tent between his two sheds out of the wind.  I got to chatting with him and his wife and discovered that he was actually born in Point Rosie and lived there until resettlement.

Entering Point Rosie

On the beach in Point Rosie

I started to unpack the Sasquatch when I heard tires rolling behind me.  I turned around and there were those two mysterious fatbikers that alluded me the entire trip.  And better yet . . . they were riding buddies.  It was a super coincidence that we planned the Point Rosie trip for the exact same day.  They had already pitched their tents about 2km back the trail.  I repacked my bike, thanked my temporary landlord for offering me shelter and headed back the trail.


The guys did have a very sweet camping spot that was sheltered, had a fire pit and amply drift wood on the beach.  I pitched my tent, gathered up my food and headed to the beach to collect more driftwood for the fire.  It wasn't long before we had water boiling and I had noodles cooking in the pot.  Mac & cheese never tasted so good, especially when washing it down with a Mill Street Organic Beer.  We stayed up well into the darkness swapping fatbike stories, telling lies and looking at the lights of Garnish way off in the distance.

A great fire to boil water

Mac & Cheese + beer = Yum

When I crawled into the tent I warmed up pretty quickly as it was rather cold outside.  I thought "hey this bag is going to keep me warm after all".  That changed when I woke up at 3 AM with frost hanging off my eyelashes.  I quickly found the space blanket and wrapped myself up like a burrito and tried to get another hour or two of sleep.

About 7 AM I head the zipper of another tent and decided it was time to get up.  The condensation that formed on the inside of the space blanket had turned a little frosty . . . but I survived.  Shaking off the frozen cobwebs I pulled myself out of the tent to face an overcast morning.

The morning

A breakfast of oatmeal amped up with nuts and seeds, and a cup of tea got the morning going.  Packing up our gear and loading it on the bikes we were ready to roll around 9:00.

Getting ready
Packing up

The ride out was a little nicer having the wind off the land and not off the water.  A beach bypass, that I missed on the way in, was a welcome way to avoid a portion of the rollie rock beach.  It added a couple of km, but was hardpacked and quick. 

Heading back

The long beach - low tide

Riding along

Garnish up ahead

Back to the bridge

With the tide out were were able to ride the compacted sand on the big beach.  We rode it in about 1/3 the time burning much less calories.  A couple of km past the beach we were crossing the Felix Scott Memorial Bridge and rolling back into Garnish.  When we parted ways we all agreed that it was a great ride and that we would hook up again for another spin a little closer to home next time.

Did I enjoy my first fatbikepacking trip?  I certainly did.  Will I do it again?  I certainly will, but I'll probably wait for summer.  What did I learn?  I could probably pack less, water is heavy, and only believe half of what is said around a campfire.

Check back for video !!

Ride on!