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dutchOPENCycle OPEN U.P.P.E.R. GravelPlus Disc frameset OPEN x RENE HERSE LIMITED EDITION *
*Decals have slight imperfections and are not perfectly straight.
otherwise the frameset has no faults
If you like the not so standard bike stuff, you probably know Bicycle Quarterly. Great travel stories, tests of products you don't find elsewhere, all the weird things that make this sport so great. It was via Bicycle Quarterly that I got to know its editor, Jan Heine.
But more than "just" a magazine editor, Jan also likes to design and produce bike parts. The most well-known of them are probably the tires. First known as Compass, but since quite a few years they are Rene Herse.
Now, there are many tires in this world designed for gravel, but what I like about Rene Herse is that they have a wide range of tires with no or very little profile. Of course in some situations you need knobs, but in many situations you don't. In particular where I live, riding gravel means switching between gravel, pavement and dirt all the time, and slick tires just ride so much nicer on the pavement while the volume of the tire is enough to provide grip on the other surfaces (unless it gets super muddy of course).
On the flip side, at Rene Herse they love the aesthetic and ride of OPEN's bikes. Jan's all-time favorite is our superlight U.P.P.E.R., so it was only natural that at some point somebody would suggest to do something together. In fact the idea was floated quite a while ago, but as it goes with small, busy companies, sometimes these ideas take time to actually get executed.
So here we are, with Rene Herse's version of the OPEN U.P.P.E.R. As Jan says: "The OPEN × Rene Herse U.P.P.E.R. takes its inspiration from mid-century Rene Herse bikes and reinterprets the aesthetic for today's shapes and materials. Designed by Tokyo's award-winning design studio There There, the color is inspired by the classic 'Rene Herse Blue,' now in a matte finish to reflect the properties of carbon as a frame material. The insides of rear triangle and fork blades are painted midnight blue, making the bike look slim and fast. Our signature multi-colored rings on the head tube and fork blade, plus the OPEN logo on the seat tube, complement the classic Rene Herse logo on the down tube."
The prototype OPEN × Rene Herse U.P.P.E.R. you see in the photos is Jan's personal bike. Fresh from the photoshoot, he's already enjoyed it on some big rides. He can't wait to take it on epic adventures in the Cascade Mountains (and in his case, with their knobby tires :-).
FAST, FUN, FREEDOM
The first U.P. combined the speed of a road bike with the ability to go anywhere, creating a whole new category. Now, the original U.P. features such as dual wheel size compatibility and the recessed chainstay are the standard for high-performance gravel bikes.
The third generation of U.P. and U.P.P.E.R. frames are lighter, more agile and more fun than ever before. What's more, they still pass our ultimate test: we only offer frames that we want to ride ourselves.
And because we "work hard to stay small", you always speak directly to the people who designed the bikes.
WHAT IS THIS
U.P.(P.E.R.)?
With road tires, it's a very fast road bike
With large road/cross/gravel tires (32-40mm), it's a versatile bike that's perfect for riding on mixed surfaces and most gravel roads.
With 650b mountain bike tires, it is unstoppable on very difficult terrain and much faster than you would expect thanks to the road position on the asphalt.
The position allows you to get out of the city and ride fast on gravel, dirt roads and trails (unlike a mountain bike). The space for large tires allows you to tackle any trail (unlike a road bike). And you can do it with a single type of tire for everything or with multiple wheelsets or tires for fine-tuning.
TWO VERSIONS
The differences between the U.P. and the U.P.P.E.R. are weight and color:
The U.P.P.E.R. frameset saves approx. 180g compared to the U.P.
The U.P.P.E.R. is available in matt black, the U.P. in green and blue. Both are available in RTP (Ready-To-Paint) so that you can have them individually painted.
There is no difference between the U.P. and the U.P.P.E.R. in terms of geometry, durability, stiffness, tire clearance or performance.
Reviews & Awards
We are honored that so many people believe in the direction the U.P. is taking. Most importantly, of course, our customers, but also the people behind the following awards and publications:
Eurobike Gold Award
"In addition to the attractive, eye-catching design of the frame, the open concept of this cross bike impresses with the possibility of mounting different wheel sizes and tire types. This makes the U.P. particularly suitable for tackling different types of terrain."
Design & Innovation Gold Award
"In these exciting times, bikes are blurring the lines between traditional definitions [...] A perfect example is the new Open U.P., the 'Unbeaten Path' - a bike that is defined as "GravelPlus" but offers so much more.
The design is wonderfully well thought out: a lowered chainstay allows for a super-compact 420mm rear triangle, resulting in stiff and responsive power transfer, while ultra-thin seatstays provide some vertical compliance.
With its relaxed and versatile geometry, the Open U.P. is more than a blend of genres, it's a study in versatility that offers endless possibilities and creates an identity all of its own. Never before have the contrasting worlds of mountain biking and road biking been so intertwined."
Road Bike Action Magazine
"With a frame design that maximizes versatility for road and off-road use like no other, Gerard Vroomen has created the best gravel bike ever."
Cyclist Magazine UK
"I've ridden other gravel bikes before and often felt they made too many compromises in the quest for versatility - they're sometimes sluggish on tarmac but not quite capable of tackling more technical trails. With its 2.1-inch tires and light and stiff construction, the UP is very different.
Many brands have so far recognized the potential to widen the scope for road riding, with slacker geometries and the greater tire clearance made possible by disc brakes. But Open seems to be light years ahead and has fully exploited the potential of modern tire, wheel and frame technology. It really is a rare and exceptional bike that has literally broken new ground."
Bicycling Magazine
"The Open U.P. will change where you ride. A long-term test of this gravel, cross and road bike proves that it really is as versatile as it promises.
It feels natural on the tarmac and yet rides like it was designed for it - a blend I've not experienced on other bikes."
Outside Magazine Road bike of the Year
"... Adventure road bikes and gravel bikes, a segment that continues to grow. We have half a dozen bikes on test this year that are getting lighter and more refined compared to last year's versions. The most promising of the fleet is the Open Unbeaten Path with a geometry that makes it very comfortable on the tarmac but optimized for very large tires. This makes it possibly the most versatile road bike on the market, as it can move seamlessly from group rides in the peloton to proper singletrack. The testers are still undecided on which wheel size they prefer.
The UP finally fulfills the promise of mixed-surface bikes, and we hope other manufacturers will take notice."
Peloton Magazine
"What's really amazing is the attention that Open has paid to the fact that it works exceptionally well, that [the U.P.] works exceptionally well in any of these configurations. The U.P. not only accepts these different [wheel/tire] standards - everyone feels at home.
Of course, its stated motto is 'work hard to stay small'. The quality and versatility of the Open U.P. could make that very difficult."
Tour magazine
"The compact design and weight of just under 8 kg give the bike an agility that you wouldn't expect with these big tires.
This bike has exceeded my already high expectations.
An incredible bike. Despite the mountain bike tires, you feel like you're riding a road bike.
Innovative frame concept, intelligent details, lightweight. With this versatility, the U.P. will probably provide an important impetus for the development of all gravel bikes."
GearJunkie
"I immediately noticed how fast the bike was off the line. As expected, the carbon was stiff and responsive, transferring power directly from pedal to tarmac. The bike rocketed through town and to the trailhead much more aggressively than a mountain bike.
Once it hit the gravel, the bike felt very comfortable in its comfort zone. With less aggressive geometry than a true cyclocross bike, it comfortably reeled off the miles and inspired a 'one more side trip before we head home' type of ride."
All other U.P. reviews and tests can be found in the "Reviews" section at the bottom of this page.
Tire clearance
The U.P. fits mountain bike tires up to 2.1" wide. However, you can also fit a 40mm cross tire, a 28mm road tire, or anything in between (exact tire sizes depend on manufacturing tolerances and rim width, so this is a guideline. Always make sure there is a 6 mm gap between the tire and the frame).
How can we fit such a wide range of tires without compromising handling? Let's start with the numbers; below is the outside radius for different wheel/tire combinations:
| Radius | Rim | Tire |
|---|---|---|
| 341mm | 700c/29 | 28mm road |
| 344mm | 700c/29er | 32mm cross |
| 350mm | 700c/29er | 40mm cross |
| 342mm | 650b/27.5" | 2.1" mtb |
| 365mm | 700c/29er | 2.1" mtb |
As you can see, the top 4 wheel/tire combinations (700c cross/road tires and 650b mountain bike tires) are very close to each other in radius, the bottom one (the 29er mountain bike tire) is far from it.
So you will hardly notice a difference in geometry if you swap 700c cross/road and 650b mountain bike tires on the U.P., while 29er tires would completely mess up the handling.
There is a second reason why we designed for 650b and not 29er tires. They would require very long chainstays, whereas the U.P. now has a very short 420 mm rear triangle. Most gravel and cross bikes have longer chainstays and still don't come close to fitting the same tire size.
Clearance for the cranks
Behind the bottom bracket, the chainrings, the frame and the tire fight for space. And since large mountain bike tires and narrow cross/road cranks and chainrings with a Q-factor have to be fitted, the U.P. poses the biggest problem.
Lowering the right-hand chainstay pulls it out of this narrow area, making it wider and therefore stiffer (a huge effect; with the same amount of material you get eight times the stiffness with twice the width!)
TRCinTRS™ technology
"100% high modulus carbon", "aero space grade", etc. Useless - and hopefully false (we'll get to that) - claims designed to impress you.
It's not about high or low modulus, it's about the right carbon in the right place. And because the bike industry loves technical-sounding acronyms, we make fun of them and call it TRCinTRS™.
Fact: Stiffer carbon is more brittle. Strategically placed ultra-high modulus carbon is a good idea. Making the whole head tube out of it when you have big impact loads is not!
The best build is not 100% of one modulus, but a blend. We use the highest (stiffest) modulus of any bike manufacturer where we can, and tougher grades of carbon where we have to. This way our frames are both light and durable.
For the U.P. and the U.P.P.E.R. we use different lay-ups, i.e. the shapes of the layers and the ratio between the different materials are different for the two models, with the U.P.P.E.R. using an extremely complex lay-up.
Wire stays
The rear triangle must provide lateral stiffness for an efficient drivetrain, but also vertical compliance for better comfort. The U.P. features chainstays and seatstays that are extremely thin vertically to provide this compliance, while their lateral width and construction provide rock-solid propulsion. Truly the best of both worlds.
Flat down tube
The down tube is the key to stiffness and connects the steering center of the frame to the drivetrain. The characteristic flat outer surfaces of the flat-out down tube allow us to strategically place strips of ultra high-strength carbon far away from the center plane. The stiffest carbon right where it matters, guaranteed!
Zero setback seat tube
With a minimalist 27.2 mm diameter, we maximize flex in our seatpost and seat tube. This is a big plus, especially on rough terrain. The angle of the seat tube is designed for use with a straight seatpost with zero setback, rather than a normal seatpost with setback (which we've never understood). Zero-setback seatposts are lighter and save another 10-30 grams (every little bit helps, and you can put the weight saved into a 500g saddle like the Brooks).
Fully internal cables/hoses
External cables and hoses collect dirt, run the risk of snagging on things (especially expensive with electronic shifting) and are, frankly, ugly. That's why the U.P. keeps them internal.
With our proven MultiStop design, you can customize the frame for 2x10/11, 1x10/11 and Di2 shifting. Just choose the right insert. In case you use a single chainring, you can also remove the derailleur hanger to further tidy up the frame.
ThruThread dropouts
Most frames with thru-axles are heavier than frames with quick-releases. Extra carbon for the dropouts, heavy hoops and the axle itself. But they are stiffer. So what do you want most? The answer for most people is "both", and so we present the first frames that combine a thru-axle with a lighter weight. How does it work?
The ThruThread design uses the same threads that hold the thru-axle to secure the derailleur hanger in the frame. Simple, light, effective.
Not only have we redesigned the dropout, but the entire design of the seatstays and chainstays has been optimized for the additional stiffness of the thru-axle. For the thru-axle itself, we recommend the stiffest design available, the Syntace X-12, but you are free to use a different 12 mm thru-axle if you wish.
Mounts for disc brakes
One of the main differences between the U.P. and the U.P.P.E.R. is the standard of the disc brake mount. The U.P. uses post-mount, while the U.P.P.E.R. is designed for flat-mount. We don't like it when the bike industry constantly "invents" new standards, so we always check whether they are an improvement before we use them.
Post-mount calipers work very well, and the main argument for flat-mount is that it looks better (sigh), while a major drawback is that the front brake always needs an adapter for mounting, which means extra weight and reduces braking performance.
So why did we decide to offer the U.P.P.E.R. with flatmounts? For three reasons:
1.
Shimano has decided to only offer the new DuraAce groupset with flatmounts. So to use their top groupset, you need a flatmount frame or an adapter to mount postmount brakes on a flatmount frame.
2.
SRAM offers all its brakes in flat-mount and post-mount versions, but the flat-mount calipers are lighter.
3.
We have developed the U-Turn fork, a new fork that can accept flat mount calipers without that silly adapter. This eliminates this disadvantage for OPEN.
To use the lightest brakes from Shimano and SRAM, you need their flat-mount brakes. And thanks to the U-Turn fork, you can make these setups even lighter by removing the normally required adapter. A win-win situation.
The downside is that you can't fit the U.P.P.E.R. with post-mount brakes. For example, the exotic combination of XTR mountain bike brakes on the U.P. is not possible on the U.P.P.E.R.
Another way to reduce the weight of the U.P.P.E.R.: While the new U-Turn fork is designed for 160 mm rotors at the front, the frame can accommodate 140 mm rotors at the rear. Since the front rotor is the limiting factor when braking, this combination of a larger rotor at the front and smaller rotor at the rear makes a lot of sense and saves 10-20 grams depending on the rotor brand. If you really want to use 160 mm rear rotors on your U.P.P.E.R., then Shimano and SRAM also offer this option with their special adapters (but as you know by now, we're not big fans of adapters).
U-Turn
For the U.P.P.E.R. we have developed a new fork that can take flat mount calipers without an adapter. This means you can take your Shimano or SRAM flat-mount brake caliper, remove the standard adapter supplied and bolt it directly to our fork.
This saves weight and increases the rigidity of the brake system.
We achieve this by designing the fork specifically for 160mm rotors (140mm isn't a good idea on this type of bike anyway) and using the same through-bolt design normally reserved for the rear.
Some may not like the exposed bolt heads at the front of the fork leg, but we do. It's a technically superior design and this engineering decision should be clearly visible.
But the U-Turn fork not only saves weight on the flat-mount brake, it is also extremely light itself. At 375 grams, it is by far the lightest fork that fits on GravelPlus tires. And to save even more weight, it is equipped with an extremely light 12mm Carbon Ti Custom axle.
The U.P.P.E.R. is therefore supplied with the U-Turn as standard. As the U.P. is a post-mount frame, it is supplied with a post-mount fork, the 3T Luteus II.
Toptube bag holder
You can use the top tube bag holder for practical storage of your cell phone, camera, tools or food. It fits the standard top tube bags from e.g. Dark Speed Works and XLab as well as special, robust bags from e.g. Revelate Designs.
SafePost™ pre-drilled hole
Seatposts usually specify a minimum insertion dimension. This keeps the seatpost secure, but it is also important that the seat tube is properly supported. The minimum insertion dimension for this is specified by the SafePost pilot hole.
Bottom bracket
The U.P. uses the 386 EVO bottom bracket as standard. The wide (86 mm) bottom bracket shell is perfect for mounting the chainstay on the drive side. It also fits most cranks on the market, from Shimano, Campagnolo and SRAM, as well as smaller brands like THM, Rotor and RaceFace. The 386 EVO even allows the mounting of many mountain bike cranks.
Geometry
Clearance for cross, road and mountain bike tires, a cross/road position and compatibility with cross/road and mountain bike drivetrains make the U.P. geometry the most complicated we've ever worked on. But we are thrilled with the result.
Remember, the seat tube is designed to be offset, so your seatpost doesn't need to be offset. That saves a bit of weight. It also means that the top tube length will appear slightly longer than the frame actually is - another reason why you shouldn't rely on top tube length. It's best to use stack and reach.
As you can see, the chainstays are quite short for a cross/gravel bike, even though the massive 54 mm tires fit inside. This is one of the advantages of the lowered chainstays on the drive side.
If you have any questions about the geometry or would like our advice on the best size for you, just send us an e-mail.
info@jedi-sports.de
Frame Specifications.
WEIGHT FRAME-ONLY SIZE L, W/O METAL PARTS ±3%
1040g
For the U.P. Model
880g
For the U.P.P.E.R. Model
WEIGHT FORK-ONLY ±3%
390g
For the U.P. Model
370g
For the U.P.P.E.R. Model
SIZES
S/M/L/XL
STOCK COLORS
Various, Paint ready
For the U.P. Model
Matte black, Paint ready
For the U.P.P.E.R Model
RTP (READY-TO-PAINT)
A clearcoat is not needed for UV protection but recommended to protect against scratches and wear. Some customers leave the frame bare.
BB STANDARD
BB386EVO pressfit 86.5x46mm BB shell
RECOMMENDED GROUPSETS
Any Shimano GRX
Any SRAM AXS
Any SRAM 1x
Campagnolo Ekar
For serious gravel and off-road (on any brand of bike), we recommend a rear derailleur with a clutch or cage damper
FRONT DERAILLEUR MOUNT
Bolt-on, removable
FRONT THRU-AXLE
100x12mm superlight Carbon Ti X-12
FRONT DISC ROTOR SIZE
160mm only
FRONT BRAKE CALIPER MOUNT
Smartmount 160 system attaches flatmount caliper, without adaptor, for 160mm rotors
REAR THRU-AXLE
142x12mm superlight Carbon-Ti X-12
REAR DISC ROTOR SIZE
160mm only
REAR BRAKE CALIPER MOUNT
Smartmount 160 system attaches flatmount caliper, without adaptor, for 160mm rotors
MULTISTOP INTERNAL SYSTEM
Di2, eTap, EPS, 1x mechanical (all groups)
HEADSET
Integrated IS42/28.6 | IS52/40 with 45x45 degree lower bearing)
For example Cane Creek BAA1131 (upper) + Cane Creek BAA1161 (lower), Chris King DropSet 2 or Token Omega A83
SEATPOST
27.2mm diameter, standard set-up zero-offset
FENDERS
Compatible with clip-on style fenders
We prefer the SKS SpeedrockerCAGE MOUNTS
Seattube, downtube, under downtube
TT BAG MOUNT SYSTEM
100mm front-post-to-headset-edge
TRAVEL BAG RECOMMENDATION
Scicon AeroComfort Road 3.0.
Scicon has an easy WILL YOUR BIKE FIT tool. Use your current bike setup for dimensions A, B & D and use the wheelbase in our geometry chart for dimension C.
INDOOR TRAINER COMPATIBILITY
Detailed information here
INSTALLATION INFORMATION
Assembly Guidelines (torque specs, BB installation, brake caliper specs)
Shift cable installation
Brake hose installation
Seattube collar installation
MAX. WEIGHT (TOTAL RIDER+LUGGAGE)
120kg / 264 lbs
EN/ISO/internal test standard
WARRANTY
Detailed information here
INCLUDED WITH FRAMESET
Headset
Seattube collar
Thru-axles
2 RD hangers
Cover bolts for FD mount posts1 FD mount
4 MultiStops (2x, 1x, Di2, eTap (only included with U.P.P.E.R.))
Cable exit stop
BB guide
Cable liners
Noise-reduction foam sleeves
Bottle cage bolts
Manual
We offer both frames and bicycles.
We look forward to receiving your inquiry so that we can make you an individual offer.
info@jedi-sports.de
https://www.opencycle.com/up