PEREGRINE MK5

• Frameset includes frame, fork, axles and all small bolts.
• Tubing: Custom drawn triple butted cro-moly steel tubing with lugged head tube, seat cluster, fork crown amd dropouts.
• Headtube and Headset: 34mm - 1 1/8" headtube for non-tapered traditional press-fit headset.
• Tyre Clearance: recomemded maximum clearance for up to 700×55 in L and XL, or 650×55 in S and M size (29×2.2" or 27.5×2.2").
• Chainring: Double chainring 48-36 max (a double chainring and front derailleur may limit tyre clearance). For 1x - max chainring 44T on a 47mm chainline.
• Seat Post: 27.2mm seat post
• Fork Steerer: Straight 1 1/8"
• Cable Routing: External brake and gear cables with full length housing. Internal dynamo cable routing in right fork leg
• Brakes: Flat mount 160-180mm brake fitment
• Axles: 12mm thru axles – 142mm rear spacing, 100mm front
  - Front - 122 length, M12x1.5, >13mm threaded
  - Rear - 164 length, M12x1.5, >13mm threaded
• Bottom Bracket: eccentric Bottom Bracket insert supplied – 68mm BSA threaded shell.
• Tubing Treatment: Electrostatic Deposition (ED) anti-corrosion treatment.
• Sizing: Four frame sizes from Small to Extra Large
• Colours: Burnt Orange or Singular blue with ivory head and seat tube panels (see custom page for info on our custom paint programme)

Cranks - Shimano RX620 GRX 40T, single, 12-speed, 2 piece design, 170 mm
Rear derailleur - Shimano RX820 GRX 12-speed rear derailleur, Shadow+ single
Left brake/shift lever - Shimano BL-RX620 GRX hydraulic disc brake lever bled with BR-RX410 calliper, left rear
Right brake/shift lever - Shimano ST-RX620 GRX 12-speed STI bled with BR-RX400 flat mount calliper, right front
Chain - Shimano CN-HG6100 105/SLX HG-X chain with quick link, 12-speed, 116L, SIL-TEC
Cassette - Shimano CS-M7100 SLX 12-speed cassette 10 - 45T
Front Wheel - Hope RX24 - Pro 5 Centrelock 28H - Silver Hub
Rear wheel Hope RX24 - Pro 5 Centrelock 28H - Silver Hub - Microspline
Tyres - Vittoria Terreno T30 Fine Loose 700x50c
Tubes - Vittoria Tubeless valves (or tubed on request)
Bottom Bracket - Shimano BB-MT800 - English thread cups
Handlebars - Ritchey Classic Butano - silver - width according to size and preference
Stem - Ritchey Classic C220 - silver - 80mm (or by choice)
Seatpost - Ritchey Classic Zero 400MM X 27.2MM - silver
Saddle - Brooks C17 - black
Bar Tape - Brooks Cambium rubber - Black
Brake rotors - Shimano RT-MT800 disc rotor with external lockring, Ice Tech 160 mm
Headset- Ritchey Classic 1 1/8th - Silver

All complete bikes are assembled in house by experienced professional mechanics. We take care over your bike - every thread is prepped, every bolt is torqued correctly, cables are cut to the right length and brakes are bled. For bikes being shipped, they are carefully packed and require only minimal reassembly. Though, where possible, we encourage customers to visit one of our workshops to have a shakedown ride and get your set-up perfectly dialled in.

Note on component variance between markets. Due to different component availability across borders, all orders filled from our UK base (i.e. all of UK and Europe) will have Hope Technology hubs and headset, while those from the Portland, OR workshop (USA and most of rest of world) will have wheels from our friends at Astral. For all customers there will be a choice of colours from their respective ranges. 

The Peregrine represents a significant bike design challenge. The goal is to achieve an aesthetic and stylistic continuation of a very classic road or touring bike - mated to clearance for very large tyres, and compatibility with modern gravel bike components - while still having a bike which rides well and performs across a range of applications. The lugs are, in all honesty, a largely style driven element. While they are functionally a perfectly valid and 100% effective and structurally sound method for joining tubes - modern TIG welding largely renders it obsolete from a pragmatic perspective for cost, speed and ease of manufacturing. But many appreciate the innate style of a lugged steel frame - and where there is no performance detriment, there is no shame in making such decisions on the basis of style.

However, investment cast steel lugs are not an easy thing to make. There are literally only a couple of factories which still make such parts which are appropriate to high end bicycle frame use. From those suppliers, we have a limited range of lugsets available to us. Any individual frame lug is created for a certain tube diameter, as well as the angle of the junction, with very little wiggle room. To an extent, this constrains the geometry of the frame, which means that straying too far from the classic horizontal top tube, double diamond shape is simply not possible - at least not without investing in a proprietary custom lugset. 

What that constraint means for the frame design from a functional point of view is that there is a trade off between standover clearance and front end height. So if you want a tall front end in order to get your bars up to a nicely usable height, that will be at the expense of reducing standover clearance. This is a consequence of the horizontal top tube being of an era when stems were of the expanding quill type - which provide an easy way to get the bars high, though in doing so introduce an alarming amount of flex. A more modern threadless type stem is far stiffer and more confidence inspiring in the level of control over the bike through the bars. However, they can make it more difficult to get the bars to a sufficient height to provide a comfortable riding position. For this reason we make the Laing stem, with additional stack height built into it’s design. However, this trade off has also been the motivation behind the primary change coming with the Mk5 Peregrine. 

The lack of standover clearance mentioned above has particularly been a challenge on the smaller sizes of Peregrine. Especially when using the big 29” tyres the Peregrine fits (even in those smaller sizes) standover can get quite tight. So for the Mk5, the small and medium size frames are built around a shorter 390mm fork (as opposed to the 410 of L & XL frames)  and optimised for use with a 650b x 55mm (27.5x2.2”) tyres. What this means that in those smaller sizes there will be improved standover clearance, reduced incidence of toe overlap, and a more proportionate feeling ride. Of course, due to having disc brakes, these frames can run a 700c wheel if desired, but would be limited to a maximum of around 45mm tyre width.

The Mk5 is now also designed with a better brake mounting specification for both frame and fork. They now use a ‘native’ 160mm flat mount in the rear - meaning that if a standard flat mount caliper is used, that will work with a 160mm rotor - or an adapter can be used to allow a 180mm rotor. Similarly for the fork - it now employs a 160-180mm mount - so that a standard flat mount front brake can be used with a 180 rotor. Larger brake rotors don’t just mean more stopping power, but better modulated braking as a light touch to the levers is all that is needed to scrub off some speed, but more power is there if you need it. This does mean you practically can not use a 140mm rotor - but why would you want to? 

We continue to use the lovely lugged style rear dropouts which were employed on the Mk4 - though as noted above now for a 160mm rotor. They have two integral threaded eyelets for an M5 thread - one for a mudguard and the other a rear rack. As they are an investment cast dropout and the rack mount is directly over the rear axle, the maximum rear carrying capacity is a conservative 35kg. 

As well as its length, the Peregrine fork has had a little makeover. As with the rear, the brake mount standard is 160-180mm. It uses external brake cable routing for practicality and easy serviceability. There is also capacity for an internally routed hub dynamo cable on the inside of the fork blade. These ports are now a little larger (6mm) to allow for simpler cable routing, and have a star shaped reinforcing insert brazed in to eliminate the possibility of cracks from this potential weak point.