Vaast is making waves as a new American bicycle brand, built upon the foundation of Allite’s innovative “Super Magnesium” tubing. Promising enhanced stiffness, lighter weight, improved sustainability, and a smoother ride compared to aluminum – all at a competitive price point – Vaast aims to succeed where previous magnesium frame ventures from brands like Pinarello and Kirk have faltered. The A/1 model is Vaast’s entry into the versatile gravel bike category, and it undeniably offers a distinct feel. However, as a nascent company, some aspects of their inexperience are also apparent.
Story Highlights
Defining Feature: The resurgence of magnesium, expertly TIG-welded into a contemporary gravel bike frame.
Frame Innovations: Allite AE81 Super Magnesium tubing, TIG-welded construction, machined chainstay yoke, clearance for 700x42mm or 650x50mm tires, internal cable routing.
Weight Specs: 1200g (claimed, medium frame only, unpainted); 8.96 kg (19.75 lb) as tested, medium size, without pedals.
Price Point: US$2,499 / AU$TBC / £TBC / €2,800
Strengths: Exceptionally smooth and damped ride quality, outstanding value proposition, intelligent component selection, striking aesthetics.
Areas for Improvement: Unconventional frame geometry, chain rub issue on chainstay yoke, cumbersome cable routing, awkward stock lever positioning.
The Enchantment of Magnesium
The bicycle industry has long been captivated by the allure of magnesium, and its material properties provide compelling reasons for this fascination. While possessing less stiffness than aluminum, magnesium compensates with a proportionally lower density, purported to be around 20% stronger, and significantly superior vibration damping capabilities. Furthermore, its extraction and manufacturing processes are less energy-intensive, it’s gentler on machining tools, and boasts enhanced recyclability.
The long-standing promise of magnesium in bicycle frame construction is the potential to achieve weight and performance metrics approaching carbon fiber, but at a cost closer to aluminum. This ideal scenario is coupled with the durability expected of titanium and steel frames, potentially even surpassing them in theoretical resilience.
Over the years, numerous attempts have been made to champion magnesium in bicycle technology. Notable examples include Kirk Precision, Pinarello, Paketa, Zinn, Easton, and Mrazek. While cast magnesium currently dominates lower legs in suspension forks, its broader application has seen limited success.
Allite, an industrial metallurgy firm, is optimistic that magnesium can finally achieve widespread adoption, thanks to their newly developed alloy branded as “Super Magnesium.” This Super Magnesium encompasses four distinct magnesium alloy variants, each optimized for specific manufacturing techniques. They share claimed characteristics such as a refined grain structure, purported to enhance tensile and fatigue strength compared to older magnesium formulations. They also boast a lower concentration of impurities to minimize unwanted chemical reactions during forming and corrosion resistance comparable to high-grade aluminum alloys.
To further enhance protection, Allite’s Super Magnesium undergoes a plasma electrolytic oxidation surface treatment (similar to Mavic Exalith and Campagnolo Mille). This process creates a robust, ceramic-like coating, both internally and externally, effectively shielding the material from environmental elements.
While developing Super Magnesium is a significant achievement, persuading bicycle brands to embrace it is another challenge entirely.
Forging a Unique Path
Perhaps anticipating industry hesitancy to reinvest in magnesium, Allite’s parent company decided to establish a new brand entirely centered around this novel alloy. Thus, Vaast Bikes emerged onto the scene at the 2019 Eurobike show.
Vaast’s current product range is concise, featuring a hardtail 29er mountain bike, a 24-inch wheel youth mountain bike, a flat-bar urban/commuter bike, and the gravel/all-road A/1 model reviewed here.
Vaast positions the A/1 as a versatile drop-bar machine, “pragmatically designed for gravel, dirt, pavement, mud, and all other types of adventure ‘roads’.” Beyond the innovative magnesium tubing, the A/1’s most distinctive feature is its non-traditional driveside chainstay. While the rear two-thirds maintain a conventional tubular structure, the forward section incorporates a machined yoke extending downwards before welding to the rest of the chainstay. This design subtly mirrors the dropped chainstay arrangement increasingly favored by carbon gravel bike brands, achieving a similar aesthetic and functional benefit without resorting to extreme tube shaping that could compromise material integrity.
Tire clearance is notably generous for a metal frame with 425mm chainstays. Vaast states the A/1 accommodates 700x42mm or 650x50mm tires. Despite the round seat tube, the A/1 is explicitly designed for single-ring drivetrains, with the yoke providing clearance for narrow-wide chainrings up to 44 teeth.
Further machining is evident in the in-house manufactured rear dropouts. The remainder of the TIG-welded frame exhibits a straightforward design with minimal shaping. This includes a subtle down tube flare at the head tube to enhance front-end stiffness, a modestly ovalized and curved top tube, and an elegant S-bend in the chainstays for improved heel clearance. For the bottom bracket, Vaast adopts a forward-thinking approach with a T47 threaded shell, utilizing the slightly narrower 85.5mm-wide format pioneered by Trek. This provides increased flange thickness and improved tool engagement compared to the original T47 specification.
For enhanced versatility, Vaast integrates front and rear fender mounts, as well as rear rack mounts. It also provides capacity for up to four water bottles – two within the main triangle and one on each side of the full-carbon fork. However, the absence of a down tube bottle mount and top tube feed bag mount seems like an oversight considering the target market of adventure-oriented riders.
The claimed frame weight for a medium size is an impressive 1200 grams, excluding paint and hardware. This places it in close contention with mid-range carbon fiber gravel frames and significantly lighter than comparable aluminum options.
Vaast offers the A/1 in configurations featuring a SRAM Rival 1 groupset with both 700c and 650b wheel size options, and a Shimano GRX 600/800 mix exclusively in 700c. All builds include Praxis Zayante Carbon cranksets and Stan’s NoTubes tubeless aluminum wheels shod with Maxxis Rambler tires.
The actual weight of the medium A/1 test bike with the 700c Shimano build is 8.96 kg (19.75 lb), without pedals or accessories, set up tubeless.
The retail price is US$2,499 / AU$TBC / £TBC / €2,799, representing considerable value given the specifications and unique material.
The Magic of Magnesium on the Road
This test ride marked my first experience on a magnesium bicycle. Frankly, while aware of magnesium’s touted properties, I didn’t anticipate any dramatically discernible differences in ride quality.
I was mistaken.
Allite claims Super Magnesium offers vibration damping “20 times better than aluminum.” While I can’t empirically validate that precise figure, the claim resonates with my riding experience. The Vaast A/1 exhibits an unusual quietness and smoothness when traversing coarse tarmac and rough dirt roads. It’s akin to the way a luxury car insulates you from road imperfections and vibrations.
However, this sensation isn’t comparable to simply lowering tire pressure. Lower pressure often introduces unwanted bounciness and a less precise feel for the tire contact patches. Instead, the Vaast A/1 provides an almost ethereal, detached riding sensation, as if observing yourself riding from a distance. It’s a distinctly peculiar and unconventional feeling, yet remarkably comforting in a literal sense, minimizing road-induced fatigue.
Vaast has effectively addressed magnesium’s inherent flexibility compared to aluminum in the A/1’s design. While the frame tubes lack elaborate shaping, the down tube and top tube are notably oversized, exceeding the diameters typically found in aluminum bikes. The A/1 feels commendably stiff at the bottom bracket, facilitating efficient power transfer. More impressively, the front end exhibits exceptional solidity. Even under demanding conditions, the steering column feels firmly connected, exhibiting minimal flex when aggressively cornering or applying forceful bar inputs during sprints or steep climbs.
In terms of steering responsiveness, Vaast has opted for a balanced, middle-ground geometry. It avoids extremes, neither feeling overly stable and sluggish nor nervously twitchy. While perhaps not particularly distinctive in the evolving landscape of gravel bike geometry, it’s unlikely to be polarizing or off-putting to most riders.
However, certain aspects of the geometry are more debatable.
While a trend towards longer, lower, and slacker geometries gains momentum in gravel bikes – mirroring modern mountain bike design – the A/1’s geometry leans towards a more traditional approach. The reach dimension is comparatively short for each size, seat tubes are tall and feature a consistently slack 72.5° seat tube angle, and the 68mm bottom bracket drop is shallower than many dedicated road racing bikes.
Vaast marketing manager Joey Burke explained their geometry choices: “We wanted to create a timeless, elegant silhouette for our A/1, and felt that the relatively tall seat tubes allow us to create that modern, contemporary look and feel. The longer tube allows us to utilize the natural energy absorbent characteristic of magnesium. We are able to absorb more energy and create a more compliant ride while also absorbing the stress the structure is exposed to during off-road riding. The smaller the frame structure, the shorter our butting transitions and potentially higher stress riser.
“The reach numbers were designed to accommodate all-day comfort for the ‘sport biking’ consumer who’s not new to cycling, but relatively new to all-road riding, and we have had very strong positive feedback from the market on our geometry.”
There might be merit to Vaast’s rationale for taller seat tubes, aiming to maximize the damping properties of the Super Magnesium alloy. However, micro-scale damping differs from macro-scale flex. While the A/1 is remarkably effective at isolating buzz and high-frequency vibrations, the oversized tubes still transmit jarring impacts from larger rocks and roots, as one might expect.
Regarding the 68mm bottom bracket drop, it’s a questionable choice. While typical for a dedicated road racing frame, even if the A/1 is intended as a dual-purpose gravel and road machine, its componentry and tire clearance clearly prioritize gravel riding.
The riding position also feels somewhat unconventional. The slack 72.5° seat tube angle is particularly unusual, potentially hindering riders who prefer a more forward pedaling position from achieving their optimal saddle setback. Even then, the shorter reach dimension further complicates fit adjustments. Riders on the cusp of sizing may face a compromise, having to choose between their preferred fore-aft reach and maximizing seatpost extension for enhanced ride comfort.
While Vaast’s desire for a “classic” frame silhouette is understandable, a spectrum exists between this traditional road geometry and an ultra-modern MTB-inspired layout. A more refined geometry could still maintain a traditional aesthetic while offering improved fit and handling characteristics more aligned with contemporary gravel bike capabilities.
Navigating Newcomer Challenges
Despite the A/1’s many commendable aspects, Vaast’s status as a new brand is evident in certain design execution details.
The machined chainstay yoke effectively enhances tire and drivetrain clearance without resorting to severely manipulated tubing, and its high-tech aesthetic is personally appealing. However, a design flaw exists in its geometry: the lower edge sits too close to the lower chain span, resulting in frequent chain contact on anything but perfectly smooth surfaces. This incessant rattling is not only audibly irritating but quickly wears through the paint.
Vaast asserts that the tubing’s plasma electrolytic oxidation surface treatment can withstand this type of abrasion. While this might be true, such contact should ideally be avoided in the first place. No corrosion issues arose during the test period, although Colorado’s dry climate should be considered. Vaast acknowledges this as a known issue and is implementing a running change to rectify it, offering “adhesive protectors” to current owners to mitigate wear. Regardless, Vaast assures that corrosion should not be a concern due to the material properties.
Burke elaborated, “The PEO coating is permeated into the material and is very difficult to penetrate through. If it does happen, the Super Magnesium itself is expected to only lightly oxidize due to the high-purity grade and rare earth element additions that prevent corrosion and oxidation.”
Vaast’s internal cable routing also presents areas for improvement.
Cables enter the frame on the driveside of the down tube and exit just ahead of the bottom bracket shell. The rear brake hose is externally zip-tied to the non-driveside chainstay from this point, while the rear derailleur cable re-enters the driveside chainstay, exiting again near the rear dropout.
In principle, this routing approach isn’t inherently problematic. However, the down tube entry point introduces an unnecessary bend in the derailleur housing, and the chainstay exit adds another. This results in increased cable friction, making the typically light and crisp Shimano GRX shifting feel somewhat dulled and less responsive than usual. Furthermore, the front brake hose tends to rub against the head tube, quickly marring the paint unless protective vinyl is applied.
Beyond functional concerns, the rubber cable entry grommet on the down tube appears oversized and somewhat clumsy. The zip-tie securing cables beneath the bottom bracket also detracts from a refined aesthetic.
Component Highlights
For the most part, Vaast’s product management team has made sound component choices for the A/1, particularly at its price point.
Aside from the aforementioned cable friction issue, the Shimano GRX 600/800 groupset performs reliably, meeting expectations for this gravel-specific groupset analogous to Shimano 105/Ultegra. Shifting is consistently smooth and precise, the 11-42T cassette and 40-tooth chainring offer ample gear range, and the brakes provide substantial power and excellent modulation. The inclusion of Praxis’s high-quality Zayante carbon fiber crankset is a notable upgrade at this price.
While it would be preferable for Shimano to completely lock out the left-hand brake lever for 1x configurations (it still exhibits slight wiggle), the drivetrain and brakes are otherwise commendable.
Similarly, the 700x38mm Maxxis Rambler tires are a dependable and versatile choice. While not necessarily excelling in any single performance metric, they roll efficiently, offer predictable grip across diverse conditions, and are durable enough for most intended uses. They also set up tubeless readily and maintain pressure effectively.
The Stan’s Grail S1 aluminum wheels they are mounted to are robust workhorse components. They required no maintenance or truing during the test period and withstood several hard impacts against rocks surprisingly well. However, at over 1900 grams (claimed), they are not particularly lightweight, and the 20.3mm internal width is narrower than ideal for contemporary gravel tire preferences.
The WTB Silverado saddle, generic Vaast house-brand carbon fiber two-bolt seatpost, and Vaast forged aluminum stem are all functional and adequate. However, the handlebar setup requires refinement. The bar bend itself is acceptable, but Vaast’s factory lever positioning is awkwardly low in the drops. Rotating the bars upwards to achieve a flatter hood position (a common rider preference) results in an uncomfortably long handlebar reach and positions the drops at an unusual angle.
While not a critical flaw, correcting this necessitates re-taping the handlebars after repositioning levers and adjusting bar angle – a 15-minute task for experienced home mechanics. However, less mechanically inclined riders are likely to leave the suboptimal setup as is, potentially detracting from an otherwise competent bike.
A Promising Beginning for Vaast Bikes
The existence of the Vaast A/1 is encouraging, primarily for the prospect of magnesium finally realizing its potential in bicycle frame construction after numerous prior attempts. Assuming Allite has genuinely resolved magnesium’s historical challenges (reliability and corrosion), we are witnessing the tangible possibility of bikes that are lighter and offer superior ride quality compared to aluminum, while remaining significantly more affordable (and ecologically sound) than carbon fiber.
While I appreciate the Vaast A/1 overall and recognize its considerable potential, it still feels somewhat unrefined. The chain rub, cumbersome cable routing, and slightly awkward geometry detract from its overall polish. Burke describes the A/1 as a “hybrid between road and gravel,” which partially explains some of the unconventional geometry choices. However, in attempting to straddle both categories and appeal to all riders, Vaast may have diluted its focus, compromising performance in both road and gravel scenarios. The A/1 is by no means a poor bike, but it falls short of its full potential.
However, the future trajectory of Vaast and Allite with Super Magnesium is genuinely exciting. This material possesses distinct characteristics, and considering the advancements in aluminum alloy development and forming techniques in recent years, the possibilities for Super Magnesium in future bike designs are captivating.
I eagerly anticipate version 2.0 of Vaast bikes.
