In recent years Rapha has been one of the most innovative, aspirational and disruptive businesses in cycling and Simon Mottram is the mastermind behind the brand. He took the company from a single idea, with the premise of how he felt about road cycling and how he wanted it portrayed. From a single jersey that wasn’t even ready in time for the company launch during in 2004, he build Rapha into the darling child of cycling brands that inspired an entirely new market of ‘micro apparel brands’ and showed many others of the cycling industry the power of storytelling and looking at the sport differently.

This is Simon’s remarkable story of how he built Rapha.

Indoor training has been around for longer than I can remember, but when Zwift came along in 2014 it changed the market forever. The company came into the world with bold ambitions, reimagined the space and what it could become, and has grown the market to a size that nobody could have imagined.

Some of the earliest pioneers in the indoor virtual world space were the likes of Computrainer and Tacx back in the late 90s, early 2000s. But they never really delivered on the promise of making indoor training much more enjoyable. They can’t be blamed for lack of vision or not trying – the technology wasn’t even there at the time. Social networks didn’t exist, multi player online games weren’t around, broadband speeds were slow and wireless protocols such as ANT+ and BTLE hadn’t been invented yet. 

But, in 2010 when a gaming software developer in Southern California named Jon Mayfield began tinkering with his kinetic trainer and finding ways for it to communicate with a virtual world he built, he had no idea how big this would become.

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To most of us it would seem inconceivable to build one of the biggest bike brands in the world from absolutely nothing. Think of the capital it would require, the global distribution network, complex supply chains, logistics, manufacturing, sales, design … It’s a daunting endeavour and hard to imagine where you’d even begin.

Well, it didn’t start with all of those elements in mind. Roman Arnold, Canyon's founder, simply started cycling as a way of competing for recognition and approval from his father over his three brothers. His father sold bike parts at his weekend races to help pay for the hobby. And the rest is history.

He started from humble beginnings, got his hands dirty, educated himself, and grew Canyon to be one of the largest cycling brands on the planet through baby steps, hard work, diligent spending and most of all, a true passion for cycling.

For a brand that feels so young and progressive, some might mistake it for an overnight success. But as you’ve now learned it’s been over 45 years in the making, one small step at a time with the resources that Mr Arnold has had right in front of him.

This is Roman’s remarkable story of how he build Canyon Bicycles.

Many would argue that Cervélo is one of the most innovative bike brands in the cycling industry. Back in the 1990s when they first started, almost everyone else was focusing on lightweight bikes. Cervélo, meanwhile, was busy pioneering bicycle aerodynamics. I’ve ask engineers at various bike companies which brand impresses them most with regards to engineering and innovation, and overwhelmingly I hear them say Cervélo.

The genesis of Cervélo started in 1995 when two young engineering students named Phil White and Gerard Vroomen met in the composites lab at McGill University in Canada. Over a span of 15 years they went from building a crazy aerodynamic time trial bike as a university project to creating one of the most disruptive and loved bike brands in the world. 

But what many people don’t know is that as wildly successful Cervélo was up until 2011, it was a pressure cooker of constant financial challenges which ultimately led to Gerard and Phil selling the business to Dutch holding company, PON. 2008-2011 had been the perfect storm for Cervélo with the global financial crisis, setting up a professional team that was far more successful than anticipated, and a private lender which led to the company’s turn of events.

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For many years, bike brands have been known to collaborate with automobile and Formula 1 companies in order to align themselves with their halo of high level performance, innovation and technology. But factor bikes started in reverse to that. Factor might seem like a relative newcomer in the market, and that's partially true. It's been a mere eight years since their bikes became widely available, but they got their start almost 16 years ago when a gentleman named John Bailey came along, who owned a Formula One data measurement and composites company. His company was called British Formula One, or BF-1 for short. John wasn't even a cyclist, but he wanted a project for his team of engineers to work on that showcased BF-1's capabilities and technology to his automotive market. He did this by launching a bike into the future and breaking every rule in the book.

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It’s been said that Kona is 'The Smallest Biggest Bike Company in the World'. They’re best known as the quintessential North Shore bike brand, yet their global head office is just down over the border in Ferndale, Washington.

The quirky company stood out with outrageous bike model names such as the Stinky Dee-Lux, Sex One, Sex Too, and, Jackshit, which placed them well and truly as the "alternative" bicycle company.

The business was founded by Dan Gerhard, Jacob Heilbron in Vancouver, BC along with mtb hall of famer Joe Murray as their designer.

With a rich history of iconic bikes and factory race teams, it was all overshadowed by the recent events of their former owners, Kent Outdoors, who were responsible for running Kona into the ground (my words, not theirs) before the original founders bought the company back last month. 

Only a few weeks after Dan and Jake bought the company back, I spoke to Jake about Kona’s founding story that dates back to 36yrs ago in 1988, the sale of the business to a private equity-backed company, and what happened that led them to buying Kona back. 

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In our final episode of this limited series, we turn the floor over to member questions. Thank you to everyone who became members throughout this series. Every single one of you helps make us produce more content like this. If you're not a member, you can join here: https://escapecollective.com/join/

You can listen another podcast you'll enjoy about 'Why are modern bikes so expensive' podcast here: https://escapecollective.com/why-are-modern-bikes-so-expensive/

In EP3, we heard about what much of the bike industry experienced during that dramatic slowdown of bike sales, and what resulted. In this episode, EP4, we'll hear about some of the learnings and takeaways from the past three years, and put forward some tough questions for the bike industry to ask itself.

This is the third episode in our series that takes a deep dive into what the bike industry experienced during the covid boom and how it got into the trouble it’s in now.

In Episode 2, we heard from various industry professionals about the early warning signals that told them that this bubble was about to burst, and some of the reckless behaviour and pressure that was being put onto various parts of the supply chain by some big brands. But it’s not so clear-cut. We’re also beginning to hear some finger-pointing in all directions and I supposed the fragmented nature of the bike industry makes it really easy for things to slip through the cracks and in hindsight, it was perhaps a recipe for disaster.

In reference to the postmortem of Wiggle/CRC and the interview with Jake Dudek done in this episode, you can read his post on LinkedIn here: https://www.linkedin.com/pulse/postmortem-signa-sports-united-jacob-dudek-xau9f/

In this episode entitled ‘The Famine’, we zoom into the timeframe when demand came to an abrupt halt and what the bike industry was left with.

In episode one we heard about the unexpected windfall that the cycling industry saw at the start of the pandemic and how many needed to react. 

Of course that didn’t last forever, and in this episode I’ve titled ‘the storm clouds’ we talk about the early signs that this new demand was coming to an abrupt halt, and the types of behaviour that was happening and the causes of that behaviour that led to the catastrophe that the industry would later see.