When Trek launched its ultralight Émonda range to an awestruck public last year, all the attention was focussed on the top-end Émonda SLR10, which claimed to be the lightest production bike in the world. Sadly it came with a heavyweight pricetag of £11,000. The Émonda S5 we have here is the second rung on the company’s 19-model range – one above the S4 model we loved - built to hit a more accessible price point but retaining the DNA and the exact geometry, of the mountain goat-like Émonda SLR range-topper. But does it lose anything in translation?

The frame

Trek’s Émonda frame, in this guise, is constructed from 300-series OCLV carbon, which doesn’t offer quite the same stiffness-to-weight and vertical compliance advantages of the top-of-the-range 700-series, yet holds its head high in this company. The overall weight of 7.89kg for the S5 makes it the lightest bike in this test, even using this heavier composite material. Higher-spec models in the range give you the option of choosing a more aggressive ‘H1’ fit, or more endurance-specific ‘H2’ geometry. The S5 comes only in an H2 version, with a tapered head tube 30mm higher than the H1, and a fractionally shorter seat tube. Retaining the same head tube angle as the H1 geometry, the overriding sensation is of a more upright position, but not at the expense of cornering agility, which this bike has in spades.

Trek’s use of 23mm tyres in this package might buck the ‘wider is better’ trend, but there’s easily clearance for 25mm if you feel the need to upgrade. External cabling may not be as pretty as internal, but it helps keep weight down and makes life easier when it comes to making adjustments or replacing cables later on. In all, it’s a far cry from the 690g all-singing Émonda SLR’s set-up, but for £1,300, and on a bike equipped with a full 105 groupset, it’s an easily digested compromise.

Components

A full Shimano 105 groupset, with no compromises, means shifting is crisp and braking assured.

When it comes to groupsets, consistency is key. Often a manufacturer will mix and match parts to keep costs down, but Trek has gone the whole hog on the S5, with a complete Shimano 105 groupset, right down to the chain and cassette. As you might expect, it’s a sure-fire hit. Ultegra and Dura-Ace might be lighter and slicker, but the differences are pretty small. A compact chainset allied to an 11-speed 11-28 cassette ensures a spread of ratios ample for most applications, leaning toward climbing, but with a high enough top gear for blasting downhills. In-house brand Bontrager’s bars and stem offer a good fit and there is minimal flex in them, which is telling on rougher roads when vibrations make themselves known. A single, angled seat adjuster on the saddle helps to make fine-tuning position easy, too.

Wheels

Wheels are often the letdown in a build at this price point, but Bontrager's TLRs proved to be stiff and light.

The Émonda S5 rolls on tubeless-ready Bontrager TLR wheels – a £230 aluminium wheelset that should prove versatile in use. Offset spoke beads are claimed by Bontrager to improve stiffness and stability, and our impression was one of all-day comfort and reliability. They proved stiff and impressed greatly when performing hill sprints.

Overall, they’re a solid choice for this bike, offering not only a versatile platform wherever you’re riding, but also the option to upgrade to tubeless tyres at a later date for reduced rolling resistance. Braking pressure of the 105 rim brakes on the TLR’s alloy surface was sharp when required, and offers decent levels of control. The company’s R1 tyres also showed themselves to be light and fast rolling, and the puncture protection material ensured our test rides were flat-free.

The ride

Our test routes on rolling roads and the short, sharp climbs typical of the UK, proved revelatory. Don’t think of this bike as an out-and-out climber like its big brother; consider it an all-rounder of the highest order, equally at home sprinting out of a valley as it is rolling in comfort for hours on end. The pedalling efficiency provided by a fat BB86.5 bottom bracket and the feeling of assured front-end stiffness and accuracy of handling promoted by the bulky head tube and down tube give this bike a serious edge over most at this price. It combines biddable cornering ability with deceptively rapid progress, those 23mm tyres even absorbing the majority of road imperfections, too.

The S5 is the quietly-spoken new boy at school who turns out to be a black belt in karate. Gear changes are as silky as you’d expect from 105 equipment, and the spread of gears is more than adequate for most all-day rides. From Hardknott Pass to Crystal Palace crit circuit (yep, you could race this bike), the breadth of its talent truly surprised us. Niggles? There are some. A few millimetres of toe overlap from our hardly-clown-like size eight feet was troublesome on occasion, and as we’ve already mentioned, the bars don’t isolate vibrations from the road particularly well. But overall, this package gels very well indeed.

Frame - Light and stiff with a blend of comfort and raciness - 8/10

Components - Shimano 105 throughout is always a vote-winner - 8/10

Wheels - Strong performers with an option to go tubeless - 8/10

The ride - Fast uphill, stable downhill, and comfy over long miles - 9/10

Overall - 8.3/10

Geometry

Spec

National stereotyping and bike reviews, like love and marriage in Frank Sinatra’s famous Number, seem to go together like a horse and carriage. German bikes, for instance, are routinely described as clinical, ruthless and efficient, reflecting our commonly held views of the country itself and its people.

But while German brand Canyon’s creations are indeed all of those things, Canyon’s story has more in common with Romantic artisans than mass-production monoliths. In the 1980s brothers Roman and Franc Arnold would tour the country, Roman pedalling his bike in races, Franc peddling his wares at the roadside from his trusty trailer. Over time that trailer grew into a bike shop, that bike shop into a wholesaler and that wholesaler into an upstart brand.

I say ‘upstart’ because Canyon was one of the first to eschew the traditional bricks and mortar approach for a direct sales model, cutting out the dealer, cutting prices and taking the industry in a new direction – one that unsurprisingly has proved very popular with consumers.

But it’s not been entirely plain sailing. Earlier this year Roman Arnold was compelled to issue a public apology to customers over late deliveries and questions over service. Happily, Canyon says these problems have been ironed out and it’s shipping 500 bikes a day worldwide.

Quite which bikes is unclear, but I’d hazard to say anyone that’s receiving the latest Ultimate CF SLX will have the broadest smile of all. If there was ever a bike worth the wait, it’s this one.

The light fantastic

The Ultimate has been a mainstay of the Canyon range for over a decade, having been one of the first real-world evolutions of the Project 3.7, a fully roadworthy concept bike Canyon showcased in 2004.

The brainchild of renowned German bike designer Hans-Christian Smolik, the Project 3.7 weighed a staggeringly light 3.784kg, thanks to an 818g F10 Ultimate carbon fibre frame and a series of fully custom parts made by Smolik, including 8g shift levers, a 823g wheelset and a 138g seat and saddle ensemble.

Smolik passed away in 2010, but his ideas resonate in Canyon’s latest Ultimate, an elegantly engineered 6.66kg bike. The secret behind this weight is a 780g frame and a 295g fork, along with neat tweaks such as the 33g Acros headset and 350g one-piece Aerocockpit stem and bar ( 100mm stem, 410mm bars). From the off I was impressed by how light and lively it felt. And fast. And comfortable.

Mission accomplished

According to Sebastian Jadczak, Canyon’s road development director, the brief for the Ultimate was simple: preserve the stiffness-to-weight ratio of its predecessor while reducing drag by 10% and increasing compliance by 10%. Canyon’s done that and then some.

‘The Ultimate has 7.4% less drag as a frameset, 12.9% when combined with the Aerocockpit handlebars, and is 15% more comfortable than the previous Ultimate,’ claims Jadczak. ‘The stiffness to weight is maintained.’ 

Those aero figures are based on drag at 45kmh, which seems to have become the industry standard for comparison, and was measured in a wind-tunnel using a leg dummy affectionately named ‘Ferdy’ (so called after the student who designed it).

That’s still not as fast as Canyon’s true aero-road offering, the Aeroad, which Jadczak says is 10% quicker again than the Ultimate ‘provided it has bottles in the cages’ but nonetheless it’s an impressive theoretical advance. In real terms I was hard pushed to notice a standout aero advantage, save for the way the bike carried its speed overall, which I’d attribute as much to the superb Zipp 303 wheels as anything else. 

With the stiffness-to-weight ratio maintained but overall weight reduced, the implication is that the frame is less stiff. Yet the fact remains it was stiff enough for me at 80kg and 5ft 11in, particularly up front where the one-piece bars did an admirable job of not only looking sleek and seamlessly housing the Di2 wiring, but also of feeling comfortable and dampening road buzz.

To decrease drag Canyon has thinned the down tube and given the head tube an hourglass shape, which it concedes does have the effect of inhibiting stiffness. To counter this, it has beefed up the top tube, which many manufacturers are making as narrow as possible, leading to the disjointed feeling of a frame that flexes too readily front to back under big efforts. Not so here. On every ride I was struck by just how cohesive the Ultimate felt. It’s expertly balanced, with enough flex to track corners nicely but a stiffness that runs evenly through the frame. This affords the Ultimate a predictable character that allowed me to push my limits, particularly on descents, without having to worry about how the bike would cope. 

A sweet ride

It’s impossible to truly quantify comfort objectively – if you could the sofa salesmen at DFS would be doing it – so I tend to ignore figures provided by manufacturers claiming to do just that. The proof is in the pudding, and in this case the pudding is like a good crème brûlée: stiff on the face of it but with a soft underbelly. The Ultimate presents a solid enough perch for accurate cornering and seated efforts, but one that flexes appreciably on bigger hits and does an excellent job of nullifying road buzz. 

To achieve this Canyon has rethought how a seatpost interacts with a frame. Gone is the traditional seat collar, replaced by a 4mm grub screw located on the back of the seat tube between the seatstays. When tightened, this bolt pushes up against the back of the seatpost, securing everything in place. Placing the clamp so far down the seat tube means there’s more seatpost to bend, which means more shock-absorbing comfort.

Of course, this extra portion of seatpost is slotted inside the seat tube, so to allow it some room to flex Canyon has deployed an elastomer sleeve that, for want of a better word, ‘squishes’ under load. It’s a system that doesn’t require crazy tube shapes or special seatposts, yet does a highly effective job of dulling that fatiguing edge from the rumble of the road. 

I’m not sure how this system stacks up in the lab against the competition, but in subjective terms it’s pretty far off the level of flex and comfort offered by the Trek Domane or Pinarello Dogma K8-S, yet a huge step up compared to almost any other road frame.

Plus, you won’t even notice it’s there. The grub screw is covered by a neat silicone stopper, and doing without the traditional collar makes for a wonderfully smooth set of tube junctions that will have fellow riders wondering if your bike is held together by witchcraft. 

It’s all icing on the top of a nigh-on exemplary cake. It could be stiffer but, for now, this is as close to all-round bicycle perfection as you’re likely to find. And we haven’t even begun to discuss the price compared to its rivals…

About the bike

In a similar vein to Scott’s Foil, Mekk has altered its Primo 6.2 for 2016, but where the Foil has evolved gradually, Mekk has introduced some sizeable changes, most noticeably to the rear triangle. The brief was the same – to increase the overall stiffness of the package while retaining enough comfort to keep you cossetted over longer distances and iffy road surfaces. On paper it’s a purposeful machine, with 50mm deep-section rims and ‘attack position’ frame design, but how does that translate once testing procedures are under way?

The spec

Frameset

Mekk has adjusted the frame of the Primo for this year, with the intention of lowering the overall weight and increasing the stiffness of the bottom bracket and chainstays, all the while keeping (if not improving) the comfort of the previous model. The rear triangle is shrunk for a more taut set-up – the seatstays now meet the seat tube 110mm below the seatpost, with the rear brake moving below the bottom bracket. Both the carbon fork and chunky down tube feature a trailing edge design, while the super-stubby, 115mm head tube on our size 50 bike puts you low over the front before you’ve even thought about playing with the four 10mm spacer stack on the steerer. The top tube is pretty lengthy, but the wheelbase is kept short by increasing the cutaway section in the seat tube, bringing the rear wheel closer to the frame. The carbon seatpost works well to soak up any harshness in the ride, even while its steep angle cants you forward, giving a riding position that speaks of racing more than all-day sportives.

Groupset

Shimano’s 11-speed 105 groupset is employed across the build. It’s a proper joy to use, and for our money represents the best value groupset available. The 105 brakes are perfectly acceptable, the BB-mounted rear stopper the best of all the rear brakes on test. However, they’re not perfectly suited to the full carbon braking surface of the bike’s deep-section wheels.

Finishing kit

The Primo’s finishing kit is all from Mekk’s in-house brand, Saturae. Bars and stem are workaday alloy components and do their job admirably. The carbon seatpost is topped with a deeply padded San Marco Era Start Power saddle – we’d happily spend many hours in this saddle, although it might not suit riders who like to feel a direct connection to the road beneath them.

Wheels

The real stars of the show are the 50mm carbon Saturae wheels. They’re fairly basic as carbon wheels go but still offer a noticeable benefit above 20mph. They don’t enjoy crosswinds, but the real bonus is that you won’t need to fork out for a racing wheelset the moment you get this bike home. They’d be even quicker when treated to a tyre upgrade from the Conti Grand Sports on our test bike.

The ride

First impression

A few laps around the block (think of it as a one-man criterium) to check bike set-up revealed surprising composure for a bike with a wheelbase of just 970mm. Two miles later, we were giving it full, out-of-the=saddle attacks and the Primo responded immediately with zero twitchiness. In short, it feels like a race bike should.

On the road

The more we rode the Primo, the more the impression of instant response to rider input was compounded, but it also became clear that this bike is packing more in the way of comfort than you’d imagine possible for such a taut and squat package. The compact cockpit, thanks to narrow bars and a 90mm alloy stem, puts you right over the front wheel, ready to attack at a moment’s notice. On small climbs, the whole package willingly hauls itself skyward in a way you wouldn’t expect. We only had recourse to use the 28-tooth cog on a couple of occasions, perhaps because the attitude of the bike was willing us to positively attack hills on the drops. Yes, the 50mm deep-section rear wheel does have enough flex in it to rub the rear brake blocks when you properly give it the heave-ho, but the amount of comfort the redesigned rear triangle offers at all other times makes this a trade-off we’ll gladly accept. So, while this is a bike you could definitely turn up to a crit on and take your chances in the bunch sprint, it offers a good amount of comfort, too. Would we rock up to a sportive with 50mm carbon clinchers, though? It depends whether you have the riding ability to back them up, we say.

Handling

That steep head angle of almost 73° lends the Primo considerable flickability in the twists and turns, yet not the unforgiving flightiness of a full-on race bike. It certainly has all the bum-up, head-down attitude you’d demand of one, though. Downhill sections were despatched swiftly and assuredly, the only real niggle being the reaction of those deep-section wheels on exposed corners where crosswinds cause slight buffeting. Although the wheels are a little heftier than the usual alloy clinchers you’d expect on a bike at this price, they’re incredibly willing, and by the time we were rolling on open country roads, they’d won us over. The only real issue with the full-carbon clinchers is the old chestnut of hampered braking in wet weather.

Geometry

Spec

About the bike

Genesis is up-front about the Equilibrium Disc 10’s primary functions – we’re not looking at a race rocket but at an easy-going ride that echoes the brand’s ever-popular steel-framed Equilibrium, only with the addition of disc brakes. Or, as Genesis puts it, ‘It’s an ideal road disc bike for those who favour comfort, stability and fun over KOM leaderboards.’ But even with modern components fitted, how will a steel-framed bike fare against similarly priced aluminium and carbon bikes? Only one way to find out…

The spec

Frameset 

Steel, if you believe everything you’re told, is real. Specifically, it’s double-butted, cold-drawn, seamless, Taiwanese chromoly, otherwise known as 4130, and one of the commonest forms of steel used in bicycles. Buying this from the Far East potentially allows Genesis to load up the Equilibrium with higher-spec parts. They haven’t. But they have added practicality that befits a bike that’s unashamedly aimed squarely at the leisure rider rather than sportivist or racer. For starters, there’s clearance for tyres and up to 40mm, according to Genesis. Mudguard eyelets and rear rack mounts give this bike all-weather touring potential. Brass cable adjusters look stunning. Geometry-wise, a measured steering angle of 70.8° is so relaxed it’s practically comatose, while a fairly long head tube for the frame size amplifies this bike’s easy-going nature. A sub-1000mm wheelbase ensures the Equilibrium doesn’t have the turning circle of a Routemaster, however.

Groupset 

Shimano Tiagra is a regular find on bikes at this price. It requires a delicacy of touch to get the best from gearshifts, but if crisper shifting is what you’re after, the £1,549.99 Equilibrium Disc 20 has you covered. TRP’s Spyre-C mechanical disc brakes have a dual-piston action, which goes without the slave pad of cheaper disc brake set-ups. It’s also easily adjusted and requires less maintenance. A compact chainset matched to a 12-28 cassette offers a useful spread of ratios.

Finishing kit 

Own-brand alloy parts are used throughout the Equilibrium’s build. It’s the Burt Reynolds of finishing kits – it gets the job done, but is faintly unremarkable. The 42cm handlebars wear comfortably padded tape, and a 110mm alloy stem adds to the rather stretched-out overall feel. We’re not complaining; it’s most becoming. The alloy seatpost and gel saddle do their best to deaden vibrations. 

Wheels 

Genesis has chosen CX (cyclocross) wheels from Fulcrum on this do-everything-with-a-smile-on-your-face road bike, in part for the maintenance-reducing advantage of double-gasket hub seals. They also have a 23mm outer rim diameter to better accommodate tyres well over 30mm, so your choice of replacement rubber is vast.

The ride

First impression

It might seem an unfair detail to dwell upon, but the over-riding first impression is of how heavy this bike is. At 10.42kg, our size S example is hauling some serious timber. With a few notable exceptions, steel bikes are going to be weighty, especially at this price. However, they make up for it in other ways…

On the road

Of course, the greater the bulk, the quicker the descent. This bike excels when pushed really hard downhill, for a number of reasons. Its frame offers more stiffness and enthusiasm than its conservative geometry suggests, and its 28c Continental tyres are enormous confidence boosters when you’re pushing the limit. It soon becomes clear, however, that while a rapid descent proves thrilling, when the road rises the Equilibrium suffers. Progress is verging on power-sapping up the steepest climbs, but those cyclocross wheels do their best to urge you on, while the smallest gear of 34x28 was engaged several times. On hills where we’d normally get out of the saddle and leather a bike, the Genesis is much happier for you to sit down and grind it out. But that’s exactly what it’s designed for, so we’re not going to give it a shoeing for that. In fact, what the Equilibrium forces you to do is forget the Garmin, look around and admire the view – for some still the main reason for riding a bike. We’d whack on a rack and panniers and happily set off for an all-terrain adventure on this bike.

Handling

The frame geometry might be slack but the ride is more involving than mere numbers suggest. Because the frame is fairly stiff, not only is there a heap of feedback for what’s going on underneath you, but also a healthy amount of power being transferred to the ground. You won’t win any sprints or hill climbs on this bike, but progress on rolling roads is bordering on joyful. Continental’s Grand Sport tyres aren’t at the pointy end of performance rubber technology, but they’re still hugely confidence-inspiring and transform this bike into something you could happily take on gravel tracks, too. That’s where those nicely-modulated disc brakes come into their own; who wants to lock up the front wheel on a patch of loose chippings or grass? What you’re getting here is a sturdy, durable bike, built to last, built for most roads, and guaranteed to broaden your horizons. 

Geometry

Spec

Tom Ritchey is a man who likes to travel. Before he launched his eponymous bike brand, he toured the world on his steel bike, but was never keen on paying extortionate flight charges or lugging around a cumbersome bike bag. So in 2002 he invented the Break-Away frame, which could split into two pieces and pack down into a normal suitcase. It wasn’t until last year, though, that Ritchey did it in carbon.

Ritchey’s Break-Away system has been built into steel and titanium frames over the past 15 years, which would seem a natural choice given the treatment that a bike may get in a plane’s cargo hold. But there’s no doubt that the performance benefits of carbon are hard to beat, and so it was no surprise that Ritchey looked to the black stuff to bridge the gap in weight and stiffness created by splitting the frame. With that in mind, though, Ritchey wanted to preserve much of the feel of the steel range in this carbon iteration. 

‘We selected the tubing to give it similar ride qualities to steel, at a lighter weight,’ says Fergus Tanaka of Ritchey Design. The frame is also designed to cope with a range of different terrains, all with a build that comes in only half a kilo above the UCI minimum weight.

Travelling tales

Given the Break-Away has the unique feature of splitting in two, I thought it only appropriate to test it by travelling with it. The workings of the Break-Away are a little mind-boggling at first. Two carbon flanges on the down tube meet to be held in place by a small metal clamp. Then the seatpost clamp fixes the top tube to the seat tube – sliding over the seat tube like a sleeve. When both are tightened the bike is held together as one piece rather than two. But the packing and unpacking process is not as easy as just that. There are two obstacles that complicate the task of splitting the frame in two: separating the cables and fitting it into its airline-compliant bag. 

Splitting cables is easy, as Ritchey provides a cable splitter for the rear brake and both gear cables. These are unscrewed by hand and then the front brake needs to be fully removed. That leaves the handlebar separate for easy packing. I say ‘easy’, but packing the Ritchey is an art in lateral thinking, creativity and zip-squeezing.

On my first packing of the Ritchey it took me two hours from complete bike to packed bag. Ritchey has a recommended orientation for how to pack a bag (rear wheel, front wheel, rear triangle, front triangle) I quickly discovered this wasn’t actually the best approach (I went for rear triangle, rear wheel, front triangle, front wheel). Then there are important considerations such as making sure the bars won’t damage the tubes when the bag is squeezed and that the front brake won’t swing into components. Ritchey has paid attention to every detail, with features such as chain and tube covers and Velcro ties to keep the tubes in place. 

Like a bicycle-themed Tetris, there is some fun in the task, and once you work out the best orientation for a given bike size and components it gets much quicker. On my second attempt at packing, when pushed for time for a flight, I managed it in 25 minutes. There are some who claim to be able to do it in less than 10.

Once packed it’s an incredible sight – an entire bike with riding gear in a bag so small the tyres have to be let down to fit a single wheel in. The tubes seem resilient too, with Ritchey claiming all the strength of the steel or Ti equivalent, and I personally saw no signs of damage.

While that may all seem like an excessive faff, it not only saved on airfare, but opened up the opportunity to use trains, buses and small hotel rooms. Travelling with a bike is only worthwhile if the bike is worth the travel, though. My fear was that the couplings that hold the frame together would also be the weak points, creating unwanted flex that would compromise handling and speed. Luckily, this wasn’t the case.

Splitting hairs

On my first rides on the Break-Away, I spent half the time staring anxiously at the clamp on the down tube, and the other half convinced that the bike would begin to wobble uncontrollably like a noodle. Neither happened. I descended sharp hairpins, blitzed over cracked road surfaces and bunny-hopped significant obstacles – all without any sign of the clamp budging a micrometre. The Break-Away was also agreeably rigid, but as road bikes go it could do with offering a little more punch at times.

While I never felt as though I was riding a bike that was compromised, I wasn’t stunned by the performance either. It was a pleasant ride and generally stiff enough, save for hard accelerations, but when I switched to the Specialized S-Works Tarmac Disc, I was reminded of just how much difference a finely tuned race frame could make. 

Credit is due to Ritchey for making an excellent solution to travel and a very impressive first foray into carbon fibre

Similarly, I gradually came to feel that the Break-Away’s frame leeched my efforts ever so slightly on gruelling climbs. Perhaps it would be best described as up there with the very best of steel frames rather than being a match for the best of carbon. I doubt it would have held me back in any race, though, and they’re a regular feature of the US road racing scene, according to Tanaka: ‘Last year we had a couple of our employees travel to the mid-West and race Break-Aways in National Race Calendar criteriums, and they performed as well as ever.’ 

In terms of weight, the frame and fork come together just north of 1,800g, which is a little hefty for a carbon set-up, but a big step on from Ritchey’s steel range, and much lighter than any of its steel Break-Away frames, which come in at around 2.5kg. To be honest, I never noticed the weight. The feathery Campagnolo Chrous groupset and FFWD wheelset helped a great deal, meaning this build isn’t much heavier than other bikes at this price point.

Comparing the Break-Away to top-end carbon frames at the price point is perhaps a little unfair. Taking into account the Break-Away’s travel advantages, and extremely fetching appearance, the mildest of performance sacrifices quickly become irrelevant. In a world of wireless eTap shifting and single chainring groupsets, the opportunities will become ever greater for the Break-Away. Credit is due to Ritchey for making an excellent solution to travel and a very impressive first foray into carbon fibre.

Spec

The Specialized Allez has been around in one form or another since 1981. For 2016, the Allez Comp heads a smaller range, with the stated intention of providing a responsive and compliant ride that’s as at home on a 100-miler as it is in a criterium race. Equivalent frame geometry to Specialized’s race-proven bikes, allied to a stiff front end and the inherent sharpness of an alloy frame could help it live up to this promise. Its spec makes it ripe for upgrading as your riding improves, but is it too much of a compromise as it stands?

The frame

Specialized’s Allez Comp Smartweld frame is constructed from E5 aluminium, incorporating (as the bike’s name suggests) clever welding technology. Its hydroformed top tube and down tube are rolled at their ends, before being welded inside a forged 120mm head tube. The idea is that the rolling of the tubes at this junction creates a stiffer front end, while retaining the lightest possible overall weight. The FACT carbon fork is the same as you’ll find on the firm’s high-end S-Works models. With a sharp head angle and a relatively short wheelbase, the numbers promise race-ready agility rather than a leisurely cruise.

Although 2mm shorter between the wheels, this bike shares much of its geometry with Specialized’s more readily raced S-Works Tarmac, with identical head tube, chainstay and fork dimensions. Of all the similar bikes we've tested, the Specialized’s frame is the most visually pleasing – a sumptuous, brushed alloy finish with pin-sharp detailing and smooth welds all make this bike something to drool over. The question hanging over the alloy construction of this bike is whether the fork and seatpost are good enough to dampen some of the road buzz often more prevalent in metal frames than their carbon counterparts.

Components

Specialized has fitted an FSA Gossamer Pro compact chainset to the Allez. It gives away a bit of weight to an equivalent Shimano 105 set-up, but in our experience it has  proved to be durable over time, if a little workmanlike in its operation. Married to 11-speed 105 shifters, with its gear cables running externally below the down tube, barrel adjusters allow for easy adjustments on the go. An 11-28 105 cassette gives the Allez an identical gearing range to the Trek and Vitus bikes in this test.

Shimano 105 levers are married to an FSA Gossamer Pro chainset that adds a tough of weight but remains robust and reliable.

Above the top tube, all you see is Specialized’s own finishing kit, and some of it is spot-on. The Body Geometry Toupe Sport saddle is one of the most comfortable perches we’ve ever used (we know top-level racers who won’t use anything else). The Specialized stem and compact bars combine with the short head tube to create an aggressive riding position that some will love, but others may find uncomfortable on long days out. The overall impression is that the components are decent but could do with upgrading to match the frame.

Wheels

It's no wonder Specialized hasn't painted over its welds - they are as smooth and neat as you'll find on any alloy bike.

The Axis 2.0 wheelset is only available on Specialized bikes – you can’t buy them separately from a dealer – and they’d be one of the first things we would upgrade. Our set, with Specialized’s own Espoir Elite tyres, tipped the scales at 2.98kg, which is pretty hefty, although they give the impression of being highly durable. If the weight wasn’t already a sticking point, we also encountered some rub from the rear on the Axis rim brakes fitted to the Allez when lumbering up some steeper climbs. Performance of the brakes was more than satisfactory, however. Those Espoir tyres, although again not the lightest, proved puncture-proof throughout our testing, and offered surprising amounts of grip, especially on damp roads.

The ride

Just 10 miles into a 50-mile test loop, it’s already obvious this frame is one of the stiffest, most purposeful bikes of its peers. It honestly feels as responsive as Specialized’s own Tarmac race model. Sharing its geometry with the Tarmac also creates a head down, bum up riding position, perfect for attacking corners, rather than rolling round them. Great if you’re a rapid rider; perhaps a little wearing for long days in the saddle. Vibrations from the road are isolated to a degree by the excellent carbon fork, but not eliminated totally when riding on the hoods. The stiff alloy stem might have something to do with that. The feeling of connection with the chainset that we experienced on the Trek’s 105 set-up isn’t there on the FSA unit, either. We could sit on that Toupe saddle all day, though.

Although the groupset is a little mix-and-match, the Allez Comp has all the makings of a reliable bike for year-round riding. The frame offers a sound basis for a great bike; with some sensible upgrades further down the line, this is certainly a bike that will grow with you. With its aggressive geometry it could even be the bike to start your race career, if you were thinking of taking the plunge next spring.

Frame - High quality alloy with a racer's geometry - 9/10

Components - Decent kit but not at the level of the frame - 7/10

Wheels - Robust but heavy - riped for an upgrade - 6/10

The ride - Nimble and sporty, it begs to be ridden fast - 8/10

Overall - 7.5/10

Geometry

Spec

The Specialized Roubaix first kicked off the endurance road bike revolution over ten years ago with its fancy Zertz inserts and upright geometry. The Roubaix was a big deal because it managed to combine speed with comfort. Endurance road bikes have come a long way since then, but many of the bikes today share some key design principles and core technologies. So what are the common features you should be looking for?

Increased tyre clearance

Tyres are getting bigger, but increased tyre clearance has been common on endurance bikes for years as an easy way to increase comfort. Clearance for 28mm tyres would be the norm, but expect up to 32mm on newer, disc-equipped models (or 28mm with mudguards) 

Disc brakes 

While disc brakes are still not permitted for professionals, they’re very popular among amateurs. Disc brakes bring improved braking in all weathers but come with a minor weight penalty. Since a few hundred grams of weight is rarely of concern on comfort-oriented bikes, disc brakes have become the norm on endurance bikes. 

Skinny seatposts

To help increase the amount of flex, and therefore comfort, in the back-end of a frame, many manufacturers have turned to fitting skinny seatposts. 27.2mm is the most common size, but Cannondale has gone down to 25.4mm on the Synapse.

Longer wheelbase

To keep the handling stable when taking on the rougher roads these bikes were designed for, many manufacturers make the bikes with longer wheelbases. Even if you won’t venture off perfect tarmac, this has the added effect of increasing stability at higher speeds.

Well-padded contact points

Essential to keeping yourself comfortable, the contact points on most endurance road bikes will be very well padded. Many bikes will come with either very thick, or gel-backed bar tape, with the more premium models coming with padded bars too.

Vibration damping

There have been many solutions to vibration damping over the years – some more gimmicky than others. Generally they involve either adding an additional item to the frame material to dissipate vibration, or altering the frame shape such as the split seat tube on the Cannondale Synapse.

Mudguard eyelets

While mudguards are not strictly essential for endurance bikes, most manufacturers have assumed that these bikes will be used in less than stellar weather, so mudguard eyelets are a common feature. We’d say they’re essential if you plan on riding through winter.

Upright riding position

Key to riding any bike for a long time is a comfortable riding position and for most people that means a more upright riding position than can be found on the average race bike. Headtube measurements are key to this but some American brands favour stack and reach measurements.

Lower gearing

If you’re going to take in rough roads off the beaten path then it’s quite likely that you’ll come up against some steep roads. Whereas most road bikes come with mid-compact 52/36t chainsets these days, endurance bikes tend to come with compact 50/34 to help lower the overall gearing. We’d also look for an 11-28t cassette to give you a good spread of gears.

Under £2500 – Specialized Roubaix SL4 Comp

The Roubaix SL4 Comp has taken everything that Specialized has learned about making carbon endurance bikes and distilled it into an affordable product. The massive 11-32t cassette means you can get up anything and the supremely comfortable frame helps you keep going for hours. The Ultegra Di2 groupset is sublime and faultless, with the only complaint about the bike being the 8.4kg overall weight, a lot of which is in the wheels. Definitely worth checking out if your budget can stretch to it.

Specialized Roubaix SL4 Comp review

Under £2000 – Trek Domane 4.3 Disc

The Trek Domane differs from most endurance bikes because has it has a frame decoupler that allows the seat post to flex independently. This allows for a great deal of movement at the saddle making one of the best bikes at handling big shocks coming from the road. The latest generation of frames has a decoupler at the front end too, and the rear IsoSpeed is now adjustable.

Trek Domane 4.3 review

Under £1500 – Cannondale Synapse Carbon 105

The 105-equipped Cannondale Synapse is a true bike for everyone. It climbs, descends, sprints and cruises all while maintaining a great deal of comfort. It's hard to tell if the split seat tube is just a gimmick but it seems to work and the best thing is that on totally smooth roads it doesn't feel dead. Strictly speaking the RRP of the Cannondale is £1600 but a quick look online shows it available for £1300 in many places. 

Cannondale Synapse Carbon 105 review

Under £1000 – Boardman Team Carbon

It's hard to make a really comfortable bike under £1000 as most bikes at this pricepoint are aluminium, which doesn't lend itself to comfort quite as well. Boardman though has acheived great things with the Team Carbon and while the complete bike won't set the world alight, the frame is fantastic and easily worth keeping with the potential to upgrade in the future.

Boardman Team Carbon review

Pinarello’s last flagship bike, the Dogma 65.1, enjoyed incredible success. Its palmares includes two Tour de France yellow jerseys, a World Championship gold medal and, best of all, a gushing review from Cyclist. So when the company presented this complete redesign of the Dogma, we have to confess that we were a little baffled as to how Pinarello could possibly top its established superbike.

The Dogma F8 (the name takes the ‘F’ from company president Fausto Pinarello and is the 8th iteration of the Dogma) is every inch the Pro Tour bike. To start with, it’s lighter than its predecessor, with 120g having been shaved off to make this frame a svelte (claimed) 860g for a size 54cm. This means it will have no problem hitting the 6.8kg UCI minimum weight for overall race bike builds. But that weight saving appears to have been an unexpected bonus, as the key driver for the project was to increase speed.

Pinarello prides itself on its innovative aerodynamic tubes throughout the Dogma F8, designed in conjunction with Jaguar. The shape is what Pinarello calls FlatBack, which follows the kamm-tail principle of having a teardrop profile but with the long tail sliced off in order to meet the 3:1 aspect ratio specified by the UCI, and also to offer more stability in crosswinds. Pinarello has also been innovative with the design at the front of the bike. The head tube extends out over the front brake, meaning that the flow of air is smoothed in this crucial area.

Fausto Pinarello explains the challenges of the design: ‘We wanted to create a new bike, not just a new aero bike. To make an aero bike is easy, but it must not compromise the [ride] qualities of the frame. The rideability was most important for us – the aerodynamics is about the fourth point on the list.’

Team Sky & Jaguar

The improved aerodynamics has been the result of a partnership with Jaguar, made possible by the two brands’ involvement with Team Sky. The design drew heavily on Jaguar’s computational fluid dynamics capabilities, and specifically a system called ‘Exa PowerFLOW Aerodynamic Simulation’. The details of that aerodynamic project are extensive, but its cumulative effect is a claimed 47% improvement in aerodynamics – if you add up the effects on each part  of the bike separately. That’s a little tenuous, however, and in reality the overall package including rider is nearer 6.4% more aerodynamic than the 65.1, which still makes for a noticeable increase in speed.

Pinarello has designed the rear triangle in such a way as to shelter the rear brake – an aerodynamic alternative to a direct-mount bottom bracket set-up.

As well as the reduced weight and lower drag, the stiffness of the F8 has also been increased when compared to the already impressively stiff Dogma 65.1. This is thanks to Pinarello’s longstanding partnership with carbon fibre giant Toray. Pinarello claims exclusive use of a new grade of carbon (in the bike industry) - Torayca T1100 1k Dream Carbon - for the F8, which basically means it’s stronger, stiffer and lighter than its predecessor, the 65.1. These stats are certainly impressive, and the F8 is undeniably beautiful, but looks can be deceiving, and aerodynamics can be confusing, so it’s time to see how Pinarello’s new flagship performs out on the road.

Too Fast Too Fausto

The carbon lay-up on the F8 is an upgrade on the Dogma 65.1, with a new generation T1100 1k Dream Carbon (exclusive to Pinarello), which has allowed improvements in strength and stiffness over the 65.1 at a lower weight. The F8 is equipped with Pinarello’s in-house Most finishing kit, similar to the build of the Dogma 65.1. The one-piece bar and stem adds to the stiff feel of the front of the bike while trimming grams too.

The Dogma F8 is a fast bike. A very fast bike. Of course, speed comes in many forms, but it turns out that the F8 is quick in many different ways. The F8 came into my life at an interesting moment because I had just spent a significant amount of time on a time-trial bike. As such, normal road bikes had begun to seem awfully slow by comparison. The F8, however, only seemed to further fuel my new-found appetite for speed. On long solo rides, I was able to push above 40kmh and stay there for extended periods – not dissimilar to my pace on the TT setup. It’s hard to say with any degree of certainty that it’s the honed aerodynamics that are responsible, but I felt the F8 held speed in a way that the 65.1 wasn’t capable of. Coupled with a feeling of intimate connection with the road, the F8 enabled me to maintain an effortless rhythm when up to speed, and I could sit and pedal at a higher intensity than I thought possible, but without ever feeling as if I was over-exerting myself.

Another aspect of speed is climbing and accelerating, and the F8 proved to be mighty quick up the hills too, partly aided by the impressively light and stiff new Mavic R-Sys SLR wheelset. It wasn’t just a matter of sensation, either. On an ascent of Box Hill (south London’s answer to Alpe d’Huez) I beat my personal best by 15 seconds on the F8, and I'm pretty confident that on a warmer day I could have even trimmed a further 10 seconds off that.

The ride

Pinarello claims the F8 flexes more evenly to each side compared to the 65.1, due, ironically enough, to a more asymmetrical design where the drive-side stays are significantly bulkier than their opposites.

The final facet of the F8’s speed comes from the handling. Pinarello was eager that the bike be exactly the same in terms of handling as the 65.1, something apparently demanded by Team Sky riders. I can’t be sure it’s exactly the same, but certainly the F8 handles very decisively. Thanks to its aggressive geometry and stiff construction, I don’t feel I ever got close to the F8’s limits through corners and it carved any line I chose with impressive accuracy. It descends without fault, and I would have relished the chance to race the F8 in a crit, although I was hesitant to do so aboard a £9,500 bike that wasn’t mine, and besides, the racing season was all but over by the time this test came around.

However, the F8’s main strength is possibly also its main weakness – it left me feeling inadequate. The bike was so stiff, so responsive and so ruthless that it felt cruel to cage it between my feeble legs. It’s as worthy a companion as I could imagine for a pro rider, but with its focus on speed and performance, the F8 may have lost a little of the magic of the 65.1, which had an impressive ability to deliver accurate feedback and resonance from the road. The F8 delivers plenty of feedback but it makes few concessions to the rider’s comfort. Where the 65.1 was comparable to the BMC Teammachine or Scott Addict in terms of comfort, the F8 sits closer to the likes of the Cervélo S5 or Specialized Venge – bikes designed for speed above all else. That said, the F8 negotiates severe disturbances in the road more capably than I have come to expect from many aero road bikes, but the point remains that if riding leisurely sportives is your thing, the F8 is probably not your ideal partner.

If you prioritise comfort, the 65.1 may still be your best option, but the F8 remains a truly exceptional bike. It begs to be ridden fast, it feels every inch what a pro bike should be like, and I’ll admit that I lapsed all too often into Grand Tour fantasies while riding it. And there’s much to be said for a bike that makes you feel like a pro.

Geometry

Spec

Cube has always excelled at what all German bike brands seem to do very well: simplifying the supply chain (usually by cutting out at least one link) to give you a lot of bike for however much or little you’re spending.

However, the disc brake era throws up a few challenges that complicate things on that front for this model, the Agree. So far, disc-brake bikes have proved a strong prospect at the entry level, and equally in the very top tier, but seem to have a harder time in the mid-priced sector, where the Agree sits.

To my mind, this is mainly due to the higher cost of fully hydraulic disc brakes and the fact that they add to both frame weight and component weight – a problem often confounded by the bulky alloy wheelsets needed to cope with discs at this price level. As a result, you seem to be paying more for something that’s not only heavier but also doesn’t always ride as well as an equivalent rim-brake bike.

Braking performance is undeniably better, but the discs have added 500g and an extra £400

The C:62 is the latest in the Agree family of frames that has been the brand’s workhorse for nearly a decade. I briefly owned a Cube Agree myself, as at one point it was nigh-on impossible to beat on value. Latterly, though, the Agree range has started to show its age, its once-modern looks becoming progressively more dated with each year that passed without a frame upgrade.

Fresh faced

This newer version has enjoyed a comprehensive redesign. The brand has also built the disc and rim brake versions in tandem, but both with separate design goals. ‘As the bike was designed completely anew we could create two platforms – a rim version featuring direct-mount brakes for better aerodynamics and a disc version that can handle the additional loads of the braking torque in the frame,’ says Cube’s product manager Frank Greifzu.

Cube seems to have paid more than just lip service to the disc-specific design too, having opted for thru-axles rather than a standard quick release, a move that would certainly require more structural changes. The manufacturer has also targeted aerodynamics with the new frame, and says wind-tunnel testing was part of the development of the Agree C:62. And while the new model doesn’t boast aerodynamic gains on the same level as the latest batch of superbikes, a little more speed is never a bad thing.

Although the design is new, Cube has stuck with its tried-and-tested Advanced Twin Mold production process, which involves moulding in two halves around a complete inner silicone mandrel rather than an expanded foam mandrel or a pressurised inner bladder. In truth, this seems to be no different to the process behind many carbon frames, but Cube insists its methods strengthen the frame at a reduced weight. Either way, any attempt to hone specific production processes and not just follow the norm deserves some credit.

As for the brakes, Cube hasn’t just bolted on a pair of flat-mount Shimano disc callipers. It’s strived to uphold the ride feel of its equivalent rim-brake version, which is no easy task, and it took me a while to decide whether Cube had managed it.

Finishing touches

On first impressions, I found the looks of the C:62 a little underwhelming. Cube’s higher-spec Dura-Ace model has a more attractive grey and red paint scheme, and would be far more likely to catch my attention on the shop floor. But black is always fashionable, even if the market is oversaturated with it.

Looking beyond the aesthetics, the spec certainly caught my interest. The Shimano Ultegra hydraulic groupset is encouraging at this price point, although to really beat the market (as Cube has done so often in the past) I’d like to see a hydraulic Di2 build at under £2,500. Cube has opted for its own-brand colour-coordinated finishing kit, which left me with mixed feelings.

I was impressed to see a carbon bar and rebranded carbon PMP seatpost, but the latter isn’t quite as refined as usual. The post has a somewhat overbuilt saddle clamp compared to the compact and elegant solutions we’ve seen from other brands. With a small cradle and a single bolt for angle and positional adjustment, it’s a little outdated and lacked adjustment range for fine-tuning my desired position. I also found I was thwarted by the set back angle and overly bulky clamp when trying to set my seat position. It’s a small detail, but frustrating nonetheless.

Additionally, the build was let down by the DT Swiss Spline R32db wheelset, which Cube has opted for to offer tubeless compatibility. For that I applaud them, as it opens up a world of superior tyre technology, but the consequence is a rather heavy wheelset. Weighing just under 1,750g, the mid-section aluminium hoops take a bit of effort to push up to speed. Thankfully the frame is stiff enough to not sap accelerating force even further, but I noticed myself falling away from the wheels of friends in signpost sprints. 

I was able to climb with my usual rhythm and speed, but did find some of my energy ever so slightly squandered by the extra weight of the hydraulics and the wheelset, which combine to push the total bike weight over 8kg. Every cloud has a silver lining, though: the wheels are dressed with Schwalbe One 25mm tyres, which are an excellent addition to the package, though it is worth noting that these aren’t tubeless-ready.

Cube has been wise to opt for thru-axles as it avoids potential disc-alignment issues compared to standard quick releases, and potentially future-proofs the design. It also contributes to the sharpness of the handling, which is one of the bike’s big selling points.

Down the road

While my personal preference is for going uphill rather than down, the Agree proved particularly good at the latter. Its predictable handling coupled with superb braking modulation made it a dream to descend on, and I found myself pedalling through corners I’d usually approach with caution. The ride quality is robust but not overly harsh, making it a surprisingly comfortable package. It’s definitely an agreeable all-day ride partner and I was confident venturing off the beaten track too. With the benefit of increased tyre clearance with disc brakes you could easily fit 28mm tyres, which would allow you to be more adventurous still.

Overall, I was left feeling the Cube Agree C:62 Race has gained from discs in some ways, but lost in others. Braking performance is undeniably better, but the discs have added extra kilos and extra cost to the build (its
rim-brake counterpart weighs a claimed 7.7kg and costs £400 less). Yet in fairness, this criticism isn’t levelled just at Cube.

The C:62 frame itself has translated the character of the Agree range well into a disc platform. If the spec can eventually live up to the standard of the frame, this will definitely be a bike that paves the way for endurance machines.

Spec

Cervélo has two ranges of road bikes, the R Series and the S Series. The S Series is the aero offering, while the R Series consists of more classic road racing bikes. The R2 tested here is the latest generation of the bike that Stuart O’Grady rode to success in Paris-Roubaix back in 2007, and brings this lightweight platform to a previously unseen price point, below £2k. The heart of this bike is the lightweight frame but with Shimano’s excellent and affordable 105 groupset, it should be able to shine.

The frame

The asymmetric BBright bottom bracket allows the left-hand chainstay to be built up for added stiffness.

R Series frames are built to be light, and Cervélo claims that the 56cm R2 frame weighs less than1kg. Impressive stuff, but then so is some of the other technology Cervélo has thrown at this bike.It actually uses the same frame as the more expensive R3, which itself is 24% stiffer at the head tube than the previous generation R3 (it now has a tapered 1.375 to 1.125in steerer) – it uses squared- off oval tubes (Cervélo calls them ‘Squoval’) to achieve a level of aerodynamics unheard of among most lightweight bikes. Cervélo reckons these tubes save 7w compared to the previous R3, even more against other bikes. It’s clear on first inspection just how much thought has gone into the frame, like the squared-off seat tube, ultra-thin seat stays or asymmetric BBright bottom bracket, which allows the left-hand chainstay to be built up for added stiffness.

The geometry chart tells youa lot about Cervélo’s racing pedigree – with a super-steep 73.2 degree head angle, the shortest wheelbase of any 54cm bike we’ve tested at 967mm and a short 146mm head tube – it’s all about ‘fast’ handling and riding in a low, aggressive position. Cervélo talks a lot about stack and reach measurements in its literature, which means the bikes grow longer and taller with each size jump – something that isn’t always the case with other brands. That’s good, especially for smaller riders, but it does create some oddities – for example, our 54cm tester actually has a shorter front-centre (measured from BB to centre of front hub) than the 51cm bike, thanks to a steeper head angle and a fork with 10mm less offset. That keeps the wheelbase tight but meant we suffered toe overlap, which was an issue for us at low speeds and traffic lights (not what this bike is designed for, but where many of us spend a lot of our time).

Components

Components are a mix of Shimano 105 and FSA (above); the Squoval tubes achieve aerodynamic levels unhead of among most lightweight bikes.

Cervélo specs a wide mix of components on the R2, but the backbone is Shimano 105. Elsewhere, FSA provides a BBright specific chainset with 50/34 rings as well as FSA Gossamer brakes, which perform adequately, especially after a bedding-in period. The bars and stem come from 3T, the stem being 100mm long and the bars 42cm wide. The seatpost is the carbon SLK model from FSA. Its 27.2mm diameter helps with additional compliance. 

Wheels

Shimano RS010 wheels are cheap, but none the worse for it. The freehub engages confidently every time you power away from the lights, they’re stiff and the braking surface is machined for reassuringly powerful slowing down. What they’re not, though, is light, so they’re likely to be the first part of this bike you’ll want to upgrade for race days. The Rubino Pros performed well, gripping confidently on dry descents and not flatting when we hit rough and gravelly tarmac. The 23mm tyres mean the R2 isn’t the most comfortable bike we’ve ridden.

The ride

The geometry of the R2 had us scratching our heads. We’d always thought of it as Cervélo’s sportive-style bike, lightweight, stable and comfortable. But with its short wheelbase, steep head angle and tight back end, everything about it screams ‘race bike’. Our first outing on the R2 was a hilly solo ride into Essex. It rode well uphill, both in and out of the saddle, and was quickly up to speed as soon as the road flattened out. It wasn’t as comfortable as expected though, and the fork felt incredibly stiff in comparison to the rear. Point the R2 downhill and that stiffness, plus the short, racy wheelbase, makes it feel twitchy.

It was on the second ride that the R2 really began to make sense. We headed out with the local chaingang, and in a tightly formed paceline, charging through and off at 45kmh, the tight wheelbase and steep head angle have a purpose – they allow you to tuck in incredibly tightly behind the rider in front to maximise the effect of drafting. On that ride, we scored a handful of Strava PBs, proving that when you start chomping on the 3T handlebars in a tight racing-style bunch, the R2 is very, very fast. But that’s our issue with the R2: it’s a race bike, pure and simple. If you’re a sportive rider who regularly pushes for miles, there are bikes out there with longer wheelbases that are less punishing of mistakes. If your idea of fun is pinning a number on and racing at 40kmh for an hour at a time, the R2 is a steal.

Frame

Stiff and light with aero tubing and racy geometry - 8/10

Components

A mix of 105, good value FSA and 3T finishing kit - 8/10

Wheels

Cheap, stiff and reliable wheels, decent tyres - 7/10

The ride

Not as comfy as expected but great in a chaingang - 8/10

Geometry

Spec

The Scott Speedster range has been around for many years, and although it no longer represents the cutting edge of bike technology, it has clearly evolved over time. The Speedster 50 features what the company calls ‘shape optimized double-butted alloy tubing and a race proven geometry that provides an aerodynamic advantage and outstanding performance’. Essentially, this means it’s packing some fairly high-end tech at a very keen price. But is it too focussed on performance to offer long-distance comfort? Let’s find out…

Frameset 

Scott’s affordable route to performance riding features aero-profiled alloy tubing, which gives a strong hint as to its intended purpose. Scott claims it offers a 20% increase in aerodynamic performance over a bike with round-profile tubes, and an average 5% less power to sustain a given speed. Clearly, without a wind tunnel and a handful of white coats, we’re unable to confirm or refute this, but the figures are certainly impressive. The fat, down tube is the standout feature, while the sloping top tube also reduces the size of the rear triangle, with the intention of introducing some vertical compliance from the rear end to balance the rather stiff front end. Geometry-wise, the Scott follows the same lines as the Mekk, but with a slightly steeper head angle giving potentially even sharper steering. Its wheelbase, at a measured 971mm, puts it in the realm of the race bike. 

Groupset 

Claris equipment is used across the build, from the 50/39/30 chainset to the eight-speed shifters and the front derailleur (the rear mech is upgraded to Sora). The triple chainset gives an almost befuddling choice of 24 gears, matched to the 11-30 cassette (a 50/34 chainset version of this bike is also available). There is a fair leap between these ratios, making accurate gear selection a necessity. Tektro R312 dual-pivot brakes are harder to modulate than Shimano’s entry-level equipment, partly due to the lack of sophistication to the Claris lever’s action. 

Finishing kit 

The bike is peppered with alloy parts from Scott’s own Syncros band. The compact handlebars are decent – we found our hands placed on the tops regularly to tap out the miles (though this might have been to avoid gripping those Claris brake hoods). The FL2.5 saddle is deeply padded but firm, so you don’t feel like you’re bouncing around. 

Wheels 

As with the other bikes tested here, the Scott’s wheelset is designed to be durable and resilient. The Syncros Aero 27s are dependable all-year training wheels, but they’d be a good first place to start with the upgrades – that would really transform the performance of this already good, basic package. We like Kenda’s 25c Kriterium tyres although they’re a touch weighty in this wire-beaded form.

The ride

Much like the higher-spec Speedster 40 we tested some months ago, the 50 proves immediately punchy for something so bulky, and has the capacity to surprise you when you turn up the wick. It’s alert to our inputs, responding eagerly to the merest provocation, and power is laid down efficiently through its stiff alloy frame. 

There’s no denying the Speedster 50 is a good value aluminium-framed road bike that will perform very well on smooth roads, but we don’t get to see many of those. The harshness of road buzz transmitted through its alloy fork isn’t isolated completely by the handlebars, and although it’s not in numb finger territory, the nicest way to phrase the sensation you feel when riding the Scott over pitted roads is ‘extreme feedback’. This isn’t helped by the steep seat angle of 74.2°, pushing the rider forward to the point where you begin to take the weight on your wrists. But wait, this sounds like we’re giving the bike a panning – there’s more to it than that. The stiff set-up does have the definite advantage of making this one of the most willing bikes we’ve tried in this price range. Its all-up mass won’t win you any sprints to the top of local climbs, but the spread of ratios from the triple chainset and 11-30 cassette are ample for most occasions, if potentially confusing for newer riders. 

Again, the stiffly set front end becomes an advantage when you throw corners into the equation. Its downhill performance is especially impressive, enabling you to flick the Speedster from one apex to the next in confidence. But while it has plenty of go, it’s the stop department that concerns us slightly. There’s not enough bite from the Tektro brakes to give us confidence to leave braking late. The Kenda Kriterium tyres do inspire confidence, though, and we wouldn’t rush to upgrade them. You might need to have a difficult conversation with the Syncros Race 27 wheels, though, tearfully informing them you’ve found a lighter, less flexible, replacement in the form of something like Mavic’s £320 Ksryiums. Yes, we know that’s half the price of the bike, but the point is that the Scott’s frame would make a great racer, and is ripe for upgrade. You could build a stunner with a little more cash, but then this is why Scott has a Speedster 20 and 30 in its range. 

Geometry

Spec

Specialized’s Diverge was one of the first so-called ‘gravel bikes’ to take the mainstream by storm. In fact, we absolutely fell in love with last year's Diverge Comp. It’s built with the intention of providing all-day comfort (by way of endurance-focussed geometry and Zertz vibration-damping inserts) on any road, or track, you’d care to point it down. While the full Diverge range includes three full-carbon models at the top end, we’re looking at the mid-range aluminium framed Elite model, fitted with Shimano’s dependable Tiagra groupset. Can it perform as well on the road as it does off it?

Frameset 

Specialized’s Diverge frame is made from E5 aluminium, which incorporates clever welding technology (Smartweld, if you will), to make it as stiff as possible in all the right areas, without this being at the expense of compliance. The top tube and down tube are hydroformed at their ends, before being welded inside a forged 120mm head tube, keeping the front end stiff while the overall weight is kept to a minimum. The FACT carbon fork – as used on so many of the brand’s bikes, including Specialized’s big-money S-Works models – also features Zertz inserts, designed to counter vibrations even further. A relaxed head angle combines with a just-sub-metre wheelbase for a confidence-inspiring ride. The rear end is designed with compliance in mind, with Zertz inserts in the seatstays. Specialized claims there’s clearance for tyre sizes up to 35c, suitable for full-on adventure-spec or CX rubber.

Groupset 

Shimano’s 10-speed Tiagra makes up every element of the groupset except the brakes and chain. A long-cage rear mech efficiently moves across an 11-32 cassette, which in conjunction with a 50/34 chainset, provides gearing versatile enough for any terrain you could reasonably expect to ride this bike on. Like many bikes at this price point, the Diverge uses TRP’s Spyre mechanical disc brake set-up. Easily modulated, easily set up and easily adjusted – we’re big fans.

Finishing kit 

Specialized’s functional alloy kit is used throughout the build, the star of which is the short-drop, short-reach, compact handlebars, that work in unison with the carbon fork to provide enough feel while keeping road and off-road buzz at bay. A 27.2mm alloy seatpost also eliminates a fair amount of buzz, aided by the sloping top tube that gives a longer length of exposed seatmast.  

Wheels 

The wide-rimmed Axis 3.0 wheels are fitted with Specialized’s own Espoir Sport tyres. They’re grippy, long-lasting and in this 28c guise are high-volume enough to offer a comfortable ride over most road and off-road surfaces. On tarmac, they offer some surprisingly good handing and an excellent turn of speed in a straight line.

The ride

As with many bikes running tyres wider than 23c, there is a rapid beginning to our test loop as we rocket in a straight line down a half-mile-long descent. TRP’s mechanical discs are employed with a feathering of the front level as we slow for a 30mph limit. As we attempt to hold on to some momentum into a village, it’s surprisingly easy to get the power down and maintain 25mph on a false flat. The Diverge Elite is loving the tarmac so far…

The Diverge treads the fine line between ‘normal’ road bike and gravel-grinder. The closeness of its geometry to the firm’s Roubaix endurance model (albeit with a slacker head angle and deeper BB drop) means we’re instantly at home, while the gearing is spot-on. Whether hammering along a rolling road with a tailwind or struggling up a loosely-surfaced cinder track, there’s always a suitable ratio. The 10-speed Tiagra set-up still offers a workable spread of gears, although some of the cogs are a fair old jump up or down.

It feels like a bike on which you could very easily tackle a Sunday ride with mates, a lengthy sportive or even a faster-paced club run, aided by not-too-wide tyres that offer low rolling resistance and wheels that spin up pretty quickly. The wide rubber is a positive boon on damper tarmac climbs, especially with a little air taken out of them (we ran them at 85psi on the road). Yes, the Diverge is a little on the portly side in this entry-level incarnation, but it’s on a par with the other bikes. In all, the rear is particularly comfortable, although the front end doesn’t quite offer the same degree of compliance. You’d notice this more if you were daft enough to run the 28c Espoirs closer to 100psi. Specialized’s Toupe saddle is as comfortable as ever.

Decent side grip and extra volume assist those tyres in the provision of a confident ride, with no skittish moments. Things get pretty boingy on trails, but we’d rather have that than constant juddering. The elastomer inserts in the bike’s seatstays help to isolate a lot of buzz from regular tarmac, but the bike still feels direct on bumpy downhill blasts. The Diverge’s handling is made all the more dreamy by its braking set-up. The Spyre system’s overall ease of modulation offered throughout our test further convinced us that they're only bettered by hydraulic counterparts. 

Geometry

Spec

For those unfamiliar, as indeed I was, a Formentor isn’t a hovering skeleton that preys upon magical bespectacled children, but rather it’s a road in Mallorca built by the same fellow who brought us the Sa Calobra. It’s also the name of the flagship bike from new brand J.Guillem, founded by the same fellow who brought us the renowned titanium specialist Van Nicholas. 

He goes by the delightfully Christmasy name of Jan-Willem Sintnicolaas, and unsurprisingly he now lives in Mallorca. ‘I started Van Nicholas back in 2006 and sold it to the Accell Group in 2012,’ says Sintnicolaas, referring to the company that also owns Lapierre and Raleigh among others. ‘That name was derived from my surname, whereas J.Guillem represents my first name in Mallorcan. The new brand, in short, is smaller and more personal to me.’

That means an exclusively titanium line-up of three road bikes and two mountain bikes, all designed by Sintnicolaas over the past three years. According to the Dutchman, the Formentor is the ‘hardcore racer’ of the road trio: ‘Titanium has always been known as the comfy metal, and definitely not for the crit racer, but with a frame like the Formentor I think those days are numbered. It’s designed to be super-stiff.’ A bold claim indeed.

You’re a wizard, Harry

The Formentor’s frame is made from 3Al/2.5V seamless titanium, which will come as a surprise if you’ve ever spent time manufacturing titanium. This 3% aluminium/2.5% vanadium titanium alloy usually comes only in round tubes (though at a push it can be ovalised at the end). Here, though, the tubes have an angular cross-section, a trait normally only associated with tubes made from rolled and welded titanium sheets. So how does the Formentor pull off such a trick and, more importantly, why?

‘The shape of the tubes is made possible by hydroforming,’ says Sintnicolaas. ‘In a nutshell, hydroforming involves pumping hydraulic fluid at very high pressure into a tube placed inside a mould, forcing the tube to push up into all the sides and corners of the mould. This allows us to create unique shapes.’

Sintnicolaas claims hydroformed tubes are stronger than those created using the traditional method, where tubes are stretched over a die and pressed into shape. That’s because hydroforming makes it easier to create consistent tube wall thicknesses – ‘removing the unseen weak spots’, as Sintnicolaas puts it.

It all sounds rather excellent, so why aren’t more manufacturers taking advantage? Hydroforming was popular for a time in alloy mountain bike frames, but Van Nicholas is the only other titanium brand I can think of that’s using it for road bikes. ‘I don’t really know either,’ admits Sintnicolaas. ‘All I can say is that it is more expensive to open [make] moulds, so not everybody wants to invest this kind of money when working with round or ovalised tubes is a cheaper alternative.’

If carbon is anything to go by, where the metal moulds for a single bike run into the tens of thousands of pounds, Sintnicolaas’s point is likely a valid one. The question is, does the overall quality of the Formentor’s titantium frame prove that hydroforming is worth the extra expense?

‘Stiffness’ and ‘racy’ are the J.Guillem buzzwords here, and the Formentor’s frame lives up to its billing – it’s incredibly stiff for a titanium bike. Yet it weighs a claimed 1.75kg for the frame (56cm), which is respectable for a metal bike and indicates that J.Guillem hasn’t just thrown extra material at the frame to make it stiffer.

It’s all about the shape

So what gives – or rather, doesn’t? If it’s not quantity of material or its properties – 3/2.5 is the same stuff you’ll find in titanium bikes described as ‘plush’, ‘springy’ or even ‘flexy’ – so by process of elimination the answer must lie in the tube shapes and construction. 

The seatstays and chainstays at the rear of the bike are designed to flare out more than normal to sit significantly wider than the wheel axle. Sintnicolaas claims this makes the rear end stiffer, ensuring more power from the pedals is transferred to the rear wheel. And he’s achieved this while keeping the chainstays at a racy 405mm length so that the Formentor has a short 986mm wheelbase, making it nimble and highly manoeuvrable through corners.

At the front end a stocky 1.125-1.25-inch head tube is mated to a down tube and top tube that both share a diamond-like cross section. In theory, stress forces acting directly onto the points of the diamond are most resisted, moreso than a circular profile tube where forces from any angle of attack are resisted equally, though to a comparatively lesser extent.

The Formentor’s tubes have these diamond corners positioned at 0°, 90°, 180° and 270° to resist the main forces acting on a bike frame: in the vertical plane, from the rider and road, and in the horizontal, from pedalling and cornering. 

It’s not a new ploy – Ernesto Colnago introduced a similar octagonal profile to his tubes for the same reason – and here I think it works. The Formentor is a lot stiffer than any round-tubed titanium bike I’ve ridden. Yet, somewhat sadly, I think it’s to the bike’s overall detriment.

Gone the magic

As much as I enjoyed the punchy feel, I just couldn’t escape a pervading harshness to the Formentor’s ride quality. A swap of the wheels to the shallow-section Industry Nines we tested recently – tubeless and run at lower pressure – helped. While the Edco Umbrial wheels that came specced with the bike are certainly fast, their own deep, triangulated profile makes for a relatively unforgiving ride. However, even with the Industry Nines the Formentor grumbled on poor road surfaces.

But I don’t want the lasting impression of the Formentor to be a negative one, as the fault lies as much in my own preconceptions of titanium as anything else. I see a ti bike and I instinctively want it to ride in the smooth, springy fashion that only ti bikes seem capable of, which need not preclude a racy edge but does ooze all-day comfort. Unfortunately, I just didn’t find this in the Formentor.

You might question this criticism – after all, a bike test should be as objective an exercise in judgement as possible. But I believe a lot of people looking to a titanium bike will be hoping to find such characteristics. However, if that isn’t you, and instead you want a super-stiff, slightly quirky-looking titanium bike for racing, the Formentor would be just the ticket.

Spec

Remember twanging rulers on desks at school? The shatterproof plastic ones were best. You could create some great comedy noises, altering the pitch by how far along you held it and even sliding it mid-twang for a different kind of sound altogether.

Why, you might ask, am I wittering on about schoolboy classroom antics? Well, oddly that’s what comes to mind when I think of describing the way Trek has designed the seat tube of its new Domane in order to offer tuneable comfort. 

For the record it doesn’t make any twangy noises, but the seat tube is split in two below the IsoSpeed decoupler (where the seat tube bisects the top tube), with a movable wedge sandwiched in between. Loosening the clamp bolt, which also doubles as one of the bottle cage mounts, allows you to reposition the wedge further up or further down the seat tube, effectively altering the anchor point according to your comfort requirements. At its lowest fixed point – nearest the bottom bracket shell – you get the maximum vertical compliance, like having more of the ruler overhanging the desk. Trek claims this provides 14% more vertical flex than the old Domane. Slide it all the way to the top and you get a noticeably less forgiving back end.

Softly softly

Having tested two previous versions of the Domane myself – the original release and the disc brake version - I’m in a strong position to assess this new design and make direct comparisons. I would start by contesting whether the new design is only 14% more vertically compliant. I would have said it was at least 20% better. It’s a visible difference to the old Domane, and when you’re in the saddle and hammering over rough ground it’s an appreciable benefit that’s a real boon for this new bike.

Everything from even the slightest road buzz feels better dissipated, but it’s the really big thuds where I was truly wowed. Hit a sharp-edged crease in the road surface or a speed bump at pace and you can feel the seat tube flex beneath you when on the softest setting.

The difference between the two extremes is really noticeable, and I’d agree that you can set this new bike stiffer than the old model. And of course you have everything in between to fine-tune to your heart’s content. I even kept a 4mm hex (with preset 5Nm torque key) in my jersey pocket on some rides to be able to quickly pull over and make a change, which, since you ask, takes only a matter of seconds.

But I found myself wondering – why bother? I’d put the wedge into a firmer setting and pedal off, but no sooner had I noticed the stiffer sensation than I would be inclined to stop again and switch it back to the softer end of the scale. The reason is simple: why pass up the chance to have a lovely smooth and comfy ride feel when there seems like absolutely no real downside to running in such a soft setting? While Trek claims the stiffer setting marginally preserves power, it doesn’t feel squidgy, like you’re sat on an exercise ball, and as I said, you only really notice it working when you’re thankful for it. All the while, pedalling performance seems to be almost entirely unaffected. It’s a real triumph in terms of design. 

OK, the Domane doesn’t whip up to speed quite as quickly as the Emonda (Trek’s super-svelte racer) or whizz along with the poise of the Madone (Trek’s aero road beast) but it’s no slouch and I was never left wanting. Our 56cm test bike was a smidgen over 7kg, partly thanks to Sram’s super-light Red eTap wireless shifting, which was flawless throughout this test.

Bontrager’s Aeolus 3 D3 wheels are also superb, bringing another significant positive to the build, although it was disappointing that Trek didn’t see fit to make the most of their tubeless compatibility in that the bike came fitted with standard clinchers - I’ll come back to the tyres later. Overall, it’s hard to fault the Domane’s performance, especially given it leaves both its forebears out of sight in terms of comfort. 

Back to front

While all discussion thus far has been focused on the rear end, there’s a lot going on up front too. Where the old model was criticised (and I agree) for feeling disjointed, in that the front end comfort couldn’t match the compliance of the rear, Trek has really worked on a solution for this new bike.

The IsoSpeed decoupler that has proved so successful in facilitating only the desired amount of flex at the rear of the bike has been re-engineered slightly to apply the same ideology up front. 

In short, the decoupler at the front end cradles the upper headset bearing to allow the steerer tube to flex front to back while maintaining lateral support. I’ll start by saying it’s nowhere near as effective as the rear, so
there remains some disparity, plus its effectiveness does seem to be dependent on the stem length (a longer stem has a lot more leverage, so will flex the steerer tube more), but it’s a step in the right direction.

In any case I’m not sure I would want the bars to feel as fluid as the seat tube does, given the potentially disconcerting feel that could arise with too much movement. It’s already enough that the design means there’s always a slight sensation akin to the presence of a loose headset and the occasional audible clunk to get your head around.

However, it does take the sting out of impacts and the handlebars themselves add to the vibration-absorption with newly developed technology from Bontrager. The Pro Isocore bar has a thermoplastic elastomer layer sandwiched between the carbon layers, which it claims reduces vibration by 20%.

The combined effect of these two new features up front is a noticeable step up in comfort compared to the old Domane, but I feel this area still needs a little refinement. Just as the second generation of the bike’s rear has moved on for the better, I think Trek will gradually be able to improve how the front end reacts too, and who knows – maybe even make this user-adjustable at some point in the future too.

Trek recommends a maximum 28mm tyre width (fitted as standard), but I was able to squeeze in a 30mm Challenge Strada Biancha open tubular. Admittedly clearance was tight under the Bontrager direct-mount brakes, but it was acceptable for all but a horribly grubby ride where dirt did start to accumulate and rub.

Running with 30mm tyres at 85psi made this bike the closest thing I have ever experienced to the magic carpet ride that many manufacturers have touted in their marketing blurb but few, if any, have ever delivered. 

I don’t like – or agree – with the term ‘do it all’ bike (who only wants to own just one bike anyway?), but Trek has at least realigned my thinking a bit, and certainly sets the bar high with the new Domane. There wasn’t much this bike couldn’t do. I even rode it on rocky mountain walking trails in the Dolomites up to over 2,000m (which you can read about soon). As I write, industry rumours are afoot of a response from Specialized, most likely with a revamp of its renowned Roubaix model (as yet unconfirmed), but I think even ‘the Big S’ will have its work cut out to top this Domane.

Spec

British brand Genesis is aiming its entry-level Delta 10 at, well… everyone, it seems. Billed as a fast road bike with practical touches that help transform it from debut sportive machine to able all-rounder, the Taiwanese-built alloy-framed Delta features a carbon fork, a sensible, no-nonsense spec including Shimano Claris gears and a very tempting price tag. It’s the cheapest of the four bikes we’ve tested, but is it proof that do-everything budget machines are often compromised?

Frameset 

The Delta 10’s frame is constructed from what Genesis calls a ‘hybrid double-butted tubeset’, incorporating two grades of aluminium alloy (6066 and 6061), to provide stiffness in areas where it counts, yet deliver compliance in others. The stiffer alloy (6066) is used for the down tube and chainstays for the best possible power transfer, while more flex is found through the application of 6061 to the top tube, seat tube and seatstays. There is clearance (and eyelets) for mudguards, which gives this bike an edge if you’re looking for a road bike for all seasons. Its frame geometry is classic endurance-spec, with a relaxed 71.1°head angle partnering with a 170mm head tube to ensure minimum twitchiness from the front end. Inline barrel adjusters on the down tube allow on-the-move fiddling to coax misaligning gears. 

Groupset 

Shimano’s Claris groupset provides the shifters, plus front and rear mechs. Aimed squarely at the beginner cyclist, Claris is seen on much cheaper bikes than the Genesis. It’s fine in use, and its eight-speed set-up provides new riders with an easy introduction to multi-geared road bikes. However, the 11-32 cassette means the jump between gears is more pronounced than it would be in an 11-speed set-up. The non-series compact chainset ensures that even your nan could ride up the hill to the shops on this bike. Long-drop Tektro brakes leave room for mudguards come the muckier time of the year.

Finishing kit 

The handlebars, stem and seatpost are serviceable, unexceptional, own-branded alloy tubes. The bars on our size M example are 420mm in diameter, and fairly comfortable for a few hours. Basic bar tape does the job, and overall the ride is free of vibes at the three main contact points. It’s very upgradeable, though. 

Wheels 

Alex Rims AT470 rims are laced to Joytech hubs by 28 stainless spokes with brass nipples. It’s a set-up designed with longevity and minimal maintenance in mind. And although the overall wheel weight is high, they do roll well. Kenda’s 25c Kriterium tyres are budget options with ample grip and feel for most conditions.

The ride

Straight away, it’s clear that the Delta 10 is proof you can get a very biddable alloy road bike for £600. We’ve ridden disc-braked carbon bikes that weigh as much but perform only marginally better. The downhill run at the opening of our test loop highlights the Delta 10’s stability at speed, aided by its laid-back geometry and 25c tyres. Not only is the Delta perfectly stable at speed, it’s also particularly comfortable, especially for a budget alloy frame. Aluminium can so often transmit vibrations to the bum or hands, but this is tuned out by the thickly padded alloy handlebars and the bike’s arcing, semi-flexible seatstays.

Staying at the rear of the Genesis, there is some considerable scope for getting the power down – jumping out of a corner just a few miles into our loop, the bike responds surprisingly well to a big-gear input. It’s only when flat ground gives way to undulating terrain that chinks appear in the bike’s armour – if only the fact that its eight-speed Claris groupset punishes anything but perfectly timed gearshifts. For shorter climbs, it’s simple enough to choose a ratio and stick with it, but an ill-timed downshift between the widely spaced gears is almost enough to slow us to walking pace, or set the legs spinning at lightning speed. The compact chainset gives plenty of scope for tackling long, hilly rides, however, and gels well with the shifting set-up. Tektro’s R315 brakes are strong performers in this context; they’re low-end, long-drop callipers but grip with enough enthusiasm to slow you without fuss. 

Pitched at those looking for their first bike with drop handlebars, the Delta is a particularly cosseting place to be. Although sporting a fairly standard 71.1° head angle for a bike aimed at endurance riding rather than racing, it still offers a bit of excitement. There’s nothing ponderous about its handling, which is confidence-inspiring and comfortable; it pulls off the trick of flattering its rider very nicely, especially on twisting downhill stretches, with planted handling, direct response and exceptional stability. The 25c Kenda tyres on workhorse wheels are nothing special, but running a fairly standard (for 25c tyres) 85psi front and rear, the wide contact patch inspires you to push harder through turns, and enhances the feel of a bike that could be capable of doing all you ask of it on the road.  

The ride

First impression The Defy 3 is very easy to set up, thanks in no small part to its immense standover height. Its flat, boxy tube shapes are 
also a delight to pore over, and uncharacteristic of aluminium frames. And once bum hits saddle, hands hold bars and shoes are clipped in, it’s instantly pleasing to be aboard, boding well for several hours on the poorly-surfaced back roads of Britain.

On the road This is where the Defy 3 really excels. Alloy-framed road bikes can be vibey, jarring and fatiguing, especially to riders stepping on to their first bike. But the Defy 3 smooths your passage along pitted tarmac with aplomb. The ride quality is on a par with carbon bikes costing three times the Giant’s £649 asking price. The boxy tubing offers stiffness where it counts – and the Defy is keen to jump out of corners and up short rises, too – but the rear end is particularly compliant, with no discernible flex from the own-brand wheels, either. Its relative willingness to climb is also related to it undercutting the Speedster 50 by almost a kilo in weight. The flipside of this magic-carpet comfort is that there’s a bit less communication between bike and road, but on balance, we’ll take comfort over adrenaline rush on a bike designed for leisure riding. The carbon fork also performs well, taking buzz out of the bars. Yes, the 11-32 cassette is a very wide ratio, so it suffers the same occasionally clunky cog swaps as the other bikes here, but it’s not a deal breaker.

Handling Easy-going frame geometry gives a relaxed ride, but with enough weight forced over the front by the 73.8° seat angle. Cornering isn’t up there with the most agile race bikes, but to criticise the Defy for this is to miss the point. It’s aimed at providing easy-going riding enjoyment, and it delivers on this promise. The carbon fork and tapered head tube provide direct steering, and the 990mm wheelbase offers a stable yet responsive ride. It will cosset newcomers, and more experienced riders can get a lot out of this set-up, too. Its performance is limited by its R312 brakes, however. We’d wager that fitting Sora callipers (albeit at an extra cost) would provide more consistent and stronger braking force. Giant’s own-brand S-R4 tyres are far from wooden, offering good feel and grip, especially in this 25c form. The bottom line is this bike offers great versatility, is easy to get the best from and excels in the comfort stakes.

The spec

Frameset The Defy 3 uses 6061 aluminium alloy, which is easy to work on, so manufacturers can build lightweight frames at a lower production cost. Giant is keen to shout about the optimum strength-to-weight ratio its frames boast, and that by using single-butted tubing (one thickness along their length) on this most basic frame build allows low weight with maximum strength. The welding is worthy of mention as it’s by far the neatest of all four bikes on test. Giant’s Compact Road Design essentially means the rear triangle is kept as compact as possible, so less material is used, making it stiffer and lighter, while the sloping top tube increases standover height, making it easy to get a good fit for most riders. A wheelbase of 990mm combined with a steering head angle of 72° marks the Defy out as a bike built for distance and comfort, with minimum fatigue. Mudguard and pannier rack eyelets enhance the bike’s practicality.

Groupset Shimano Sora equipment is used for the front and rear mechs, chainset and shifters, so among our test bikes, the Defy 3 has the most unified approach to its groupset. It makes a difference, and it’s impressive for this money, although jumps between gear ratios in the 11-32 nine-speed cassette are fairly pronounced.  

Finishing kit It stands to reason that one of the biggest companies in cycling, with its own production facilities in the Far East, will make its own finishing kit. The Connect handlebars are very comfortable, with a near-perfect drop and excellent vibe-cancelling. The 30.9mm seatpost doesn’t offer the same damping quality as a narrower post, but the extra length of seat tube afforded by the steep-drop top tube negates this, and we’re also quite fond of Giant’s comfortable own-brand saddle. 

Wheels The S-R2 wheelset is far from light, but the key here is to balance robustness with performance, and they pull off that trick. They’re well built, and punchy enough at this budget. The own-brand tyres engender confidence, and at 25c offer good ride quality and comfort, while also inspiring cornering confidence with a larger contact patch.

Geometry

Spec

1. It’s race proven

The Fenix SL is the top-end endurance model from Belgian bike builders Ridley. It made its debut at the 2015 spring Classics, notably being ridden by Lotto-Soudal stars. In fact, Lotto’s Andre Greipel was so inspired by the bike’s comfort-giving qualities that he went on attack after attack on the bone-jarring cobbled roads of Paris-Roubaix and leg-sapping bergs of the Tour of Flanders.

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Image 3 of 6

2. It takes huge tyres

While the bike comes with 25mm tyres as standard, generous frame clearances mean it can take tyres up to 28C, which should further enhance comfort to give a smooth, comfortable ride on all but the very worst Belgian farm tracks.

3. It’s responsive

With all the focus on comfort, don’t be fooled into expecting a soft ride – this is a bike designed for racing, and the frame is stiff enough in all the right places to provide a firm connection with the road. It may not be as unforgiving as Ridley’s aero bike, the Noah, or as light as its climber’s bike, the Helium, but if you want to ride fast and keep going all day, this is the bike for you.

4. It’s aero

Taking note of its aero sibling, the Fenix uses some features that can be found on the Noah. In particular, the frame and fork integration which enables a more aero turning system. We all love some free speed. 

5. It looks great

This fresh and bright colourway is a perfect accompaniment for summer, and looks dazzling when the sunshine lights it up. If you’re not a fan, however, don’t fret as the folks at Ridley can custom paint it to match just about any bit of kit you own. 

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Image 4 of 6

6. It’s comfortable

The cobbles of northern France and Belgium are formidable foes for even the toughest derriere, but thanks to some nifty frame design features –  check out that  curved top tube, hexagonal down tube and those flattened seatstays – Ridley has made a bike that’s as comfortable as it is quick. 

7. You’re in safe hands

Belgium has won 18 Tour de France titles, is the birthplace of the great Eddy Merckx and is an all-round cycling-mad nation, so it’s safe to say Ridley has  some serious pedigee when it comes to building a brilliant bike.  

8. It’s stable

With a slightly longer wheelbase than its aero contemporary, this enduro-racer handles well over long  miles and is smooth going and responsive through the corners. If you want a bike that won’t jitter, then this is one beauty that won’t disappoint. 

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Image 6 of 6

9. There’s one to suit everyone

The Fenix SL range uses the same frame as the bikes ridden by Greipel and co, made of 30-ton and 24-ton high-modulus carbon throughout. Beyond that, the eight-bike range comes in a choice of different specs to suit every budget, from the Team model with Campag Chorus components down to the entry-level SL 50 with Shimano’s 105 groupset.

10. It’s a great price

This mid-range model equipped with the excellent mechanical Ultegra groupset comes in for £1,999.99 – pretty good for essentially the same bike ridden by the pros. With technology developed to cope with the harshest conditions of Belgium’s cobbles and toughest  bergs, it’ll breeze up and down Britain’s B-roads and hills.

£2,500

Spec

The 2017 Specialized Roubaix marks a total change of direction for the aging model range. Gone are the Zertz inserts and tall head tubes, replaced by what it calls ‘FutureShocks’ and sharp, race-honed angles. But does it make a better-riding bike for the masses? We went to Belgium to find out.

The broad strokes are these: Specialized has introduced 20mm of suspension into the steerer tube and dubbed it the FutureShock. At the rear of the bike, there’s also more ‘compliance’ on offer thanks to more exposed seatpost.

To read more about the technical changes, and the science behind them, click here: New Specialized Roubaix unveiled.

Out with the old

While at its core the old Roubaix was a racing bike, it became renowned for its tall geometry – designed for painlessly munching through the miles. The new Roubaix, however, is quite a bit lower, and the rear end is more like the Tarmac, with the associated stiffness and handling to boot.

When Specialized first showed us old hacks the FutureShock, there were some sceptical murmours hidden among the jubilant ‘oohs’ and ‘ahs’: is it just a gimmick? Just another HeadShock? Will this rob me of my precious watts? In short, the answer is no, but it did take a good ride to be sure. 

The basis of the FutureShock is a set of three springs, which overlap to create a false floor. This means that as you ride, you’re constantly hovering approximately 3mm into 20mm of suspension. If you hit a bump in the road, the bike rises up over it, while the handlebars remain roughly level. It really is a marvel to behold. Cracks in the road disappear and you very quickly cease steering around broken tarmac.

Taking the bike off poor roads and onto the famous cobbles of the Paris-Roubaix course only cemented the bike’s excellence. I’ve ridden the Carrefour del ’Abre a couple of times before and this was the first time I reached the end without feeling like my hands were going to cramp.

You do have to be quite aware of your weight distribution to get the FutureShock working: sitting back with soft hands on the bars allows them to bounce around like any other bike – it’s only when loaded up with your weight that it can really do its job.

The rear of the bike is very comfortable too. I’ve used the Specialized C-GR seatpost in a few bikes to date and I’m a big fan of the impact absorption it offers. By lowering the seatpost collar, which increases the amount of exposed seatpost, Specialized has only improved on what was already a great product.

The FutureShock does take a little getting used to. As you ride along the handlebars are constantly reacting to little inputs from both you and road surface (via the bike). This becomes most apparent during cornering, as a small percentage of your cornering input into the bars is lost into the suspension unit. It’s only small and you have to be really concentrating to notice it, but the ‘weirdness’ is there and it took a few hours of riding to get used to.

Something similar happens when braking too. As you begin to apply the front brake, your body weight shifts forwards and it quickly begins to load up the FutureShock. Specialized says under heavy braking the suspension will bottom out, so if you brake heavily into a pothole the suspension won’t do much to save you. But in that case you’re no worse off than you would be without it there in the first place, so it’s hardly a negative.

The not so good

Like everything out there, the new Roubaix does have its flaws. The most obvious are the vibrations that come through the pedals. Ordinarily when you ride, you sense vibrations primarily through the handlebars, then the saddle and finally the pedals.

But the Roubaix does such a good job of tuning out the first two that the vibrations coming through the pedals effectively become magnified. Without any other sensations to compare it to, your brain seems to amplify the feeling you’re getting through the pedals despite the fact that it’s actually no worse than on any other bike.

There’s no real solution to this, short of Specialized inventing some sort of cushioned insole, and it may well be something that you just get used to as you ride it – only time will tell as we log a few more miles.

The only other problem I could immediately identify on our brief ride was a false sense of security. You become so used to what the FutureShock offers so quickly, that the first thing I did when I rode a regular bike again was smash straight into a pothole without thinking. It sounds daft, but it only takes one pinch flat to find it annoying.

It’s worth noting that the model we rode on the launch was a Specialized ‘Black Edition’, so wasn’t quite the same as the production model. We have a Sram Etap hydraulic disc-brake equipped S-Works model on the way, with a full review to follow soon.

Of the three women’s-specific road bike ranges on offer from Specialized I’ve always championed the Amira - a fast, responsive and exciting racing bike. The endurance-focused Ruby was, I’d assumed, not the bike for me.

But if the world of bikes was like fashion, the brand new 2017 Ruby would be called a statement bike – something that everyone would be talking about. A major overhaul - the first since it’s launch in 2005 - brings a different and striking bicycle to the market, one with suspension, riser handlebars, disc brakes and a featherlight 780g frame.

You can get the full run-down of the Ruby tech here: Specialized Ruby launched

I like the language of the road – the bumps and vibrations and changing sensations act as feedback that inform how I ride. But ultimately that feedback is what causes fatigue, which in turn can affect performance. Enter the Ruby, stage left…

The suspension, housed in the headset, is a simple yet clever way of negating this feedback. Another feature that improves the bike’s compliance is the ‘o’ shaped seat tube, which allows the seat post to make micro movements forward and back. And there’s no doubt that technology works – on my first few outings I had the distinct feeling that I had floated around the Surrey lanes rather than ridden them on a bike, which although pleasant takes some getting used to.

Unlike its brother, the Ruby’s geometry has not been significantly updated. The 2017 Roubaix, designed with help from Tom Boonen, is more aggressive than before and is now marketed as a performance bike. The Ruby in comparison retains its relaxed geometry, most noticeably a longer and slacker head tube and a shorter reach than it’s sibling.

This bike’s calling is therefore undoubtedly still focused on the endurance, sportive and potentially the bike packing market, rather than the race circuit. With this in mind, there are times when I find this bike frustrating – most noticeably in the corners where the relaxed set-up means I have to wrestle myself forward over the front end to force the bike around the bends at speed.

Surprisingly though, despite what feels like a delay in the handling (something I get to grips with over time) the suspension, along with a relatively low bottom bracket, helps the bike stays firmly planted to the road, a sensation that fosters confidence.

With five bikes in the range, from the Ultegra-equipped Ruby Elite at £1,900 to the S-Works Ruby eTap at £7,500, the new Ruby will appeal to many women. And while it took me some time to really get this bike - it is certainly a departure from what we’re used to seeing on the shop floor - once I’d got it, I really didn’t want to leave it alone.

The Specialized Roubaix launched in 2003 and to date has taken top spot at the event it’s named after an impressive five times. But nothing lasts forever, so just over two years ago the engineers at Specialized began to ask, ‘What’s next?’

There was a general belief among the team that ‘smoother was faster’, but by their own admission they had no way of quantifying that, so they turned once again to their partners at McLaren.

‘Taking precise measurements is something we’ve been doing in F1 for a long time,’ says Duncan Bradley, design director at McLaren Applied Technologies. ‘You need to be able to understand every part of a full system before you know what changes to make in something as complicated as a car or a bike. We went a little bit further than just collecting data, as data without insight is useless, so we built a computer model of a bike and rider.’

The beauty of a computer model is that it can measure and replicate thousands of different inputs and component changes without the need to manufacture anything. The Roubaix project was remodelled ‘virtually’ more than 2,000 times, which meant that just six physical prototypes were required to bring the design to fruition.

‘Our model is unbelievably complex and it generates information that’s accurate to the real world,’ says Caleb Sawade, lead simulation engineer at McLaren. ‘We can change the stiffness of a steerer tube and see what effect that has on the torque in a rider’s elbow. We used a chassis dynamics rig to see how vibrations come through the bike to the rider. We used our wind-tunnel to match it with aerodynamic data, then added in the data from the tyre lab to find out what effect it has on comfort and rolling resistance. All of this fed into the model and increased the accuracy.’

Back to the future

For Specialized, the study confirmed that smoother was indeed faster, but also that there isn’t just one kind of ‘compliance’. There are two: splay and axial.

‘Splay is the most common way we’re used to feeling compliance and it’s basically the bending [flexing] of an item, be that a fork, stem or seat post,’ says Chris Yu, head of applied technologies at Specialized. ‘We found that while the tangible feeling of something flexing is effective [in terms of comfort], it’s not the most efficient way, and so it’s not the fastest. 

‘Axial compliance refers to something being able to move straight down [along its axis] in the direction of the input, and we found that not only is that more efficient at extracting smoothness [read: delivering comfort] it’s also more efficient when it comes to speed.’

Confused? Let us try to explain. Think about the most common method of adding suspension ona mountain bike – a regular telescopic suspension fork. This is the perfect example of axial compliance – the fork compresses directly along its axis when a force is applied, as opposed to flexing back and forth like a carbon road fork might to help reduce the amount of road shock a rider feels. 

That brings its own problems, however – most noticeably unwanted compression caused by the rider shifting their body weight and pedalling, which robs you of speed. 

With us so far? OK, so, through its complex modelling Specialized discovered that if you place the axial suspension unit above the head tube, rather than below, it’s no longer supporting the entire weight of the rider, just a small percentage of their upper body mass. Now you can exploit the benefits of axial compliance without any of the negatives caused by undesirable compression. And so, FutureShock was born.

The FutureShock is a steel insert with a coil-sprung suspension unit that sits in the steerer tube. It provides 20mm of suspension travel, which Specialized claims makes this new Roubaix 1,000% more comfortable than the outgoing model.

FutureShock comes with three rider-tunable spring options, the idea being that these should be chosen according to riding surface, rather than rider body weight. The real beauty of FutureShock is that it contains no wiper seals, dampers or other sources of friction, so it’s fully active all of the time. If you run over a piece of paper, Specialized claims, FutureShock will move to account for it.

Built to race

Specialized points out that not all splay compliance is bad, and it’s actually still preferable at the rear, as axial compliance here would alter the pedal stroke too much. Either way, this has been designed to be a race bike. The new frame geometry aligns more closely to the Tarmac than the outgoing Roubaix, and the frame is considerably stiffer. The fork has been lightened to account for FutureShock, so the overall weight remains virtually the same, and the whole system has spent time in the wind-tunnel to ensure it’s now slipperier than ever too.

The elephant in the room is the addition of disc brakes. The Roubaix has been designed for discs entirely top to bottom, and not a single bike in the range features callipers, which is fine for us consumers but should the UCI remain staunch on its ban it could pose a problem next spring.

We test rode this bike on the cobbles of Northern France to find out if the Roubaix lived up to Specialized's hype. You can read more about that here: Specialized Roubaix first ride

Model range and prices

Despite a huge technological leap forward, the FutureShock and associated Roubaix range is actually quite far reaching and even slips below £2000 for the Elite model.

The current Ruby features Specialized’s Zertz inserts (viscoelastic dampers inserted in the seatstays and fork) and Trek’s IsoSpeed decouplers claim to provide an additional 10% front end and 14% rear end compliance on it’s Domane frame. Using technology developed in partnership with McLaren Applied Technologies - think Formula 1 - the Ruby and it’s updated sibling, the Roubaix, take eliminating road chatter one step further by using an active suspension system. And while this is not a completely new approach the positioning and the ability to personalise the experience is a novel.

Bicycles move and flex in lots of places causing vibrations that are felt by the rider. A more compliant bike filters these vibrations giving a more comfortable ride. However, the technology used to dampen road noise can create a corresponding loss in power transfer and at worst, a sluggish bike. In designing the new Ruby the engineers at Specialized concluded that to create a fast, efficient bike splay compliance should be reduced.

The resulting technology was the ‘Futureshock’, a series of springs that sit within the headtube and allow the handlebars to move very subtly up and down. “What this does is to suspend the rider rather than the bike,” explains Mark Cote, Head of Integrated Technologies at Specialized. “The compliance is all up top, so there’s no compromise in the stiffness of the frame,” add Cote. 

Offering up to 20mm of travel, the system has one interchangeable spring that can be easily swapped out to adjust for terrain or rider preference – the ‘active’ spring has the longest travel, ‘sport’ offers a middle ground and ‘race’ has the shortest travel, giving the stiffest experience on the road.

Another feature that claims to negate the vibrations of the road is the oval shaped seat tube and dropped seat clamp - a drop of 65mm puts the seat clamp below the seat stay - that allow the seat post to make micro movements forward and back within its housing, another method that lets the bike do the work and not the rider.

Yet with all of this technology surely there is a compromise on power transfer and weight? “No”, says Cote. “This is the lightest Ruby frame we’ve ever made, the weight cost is none - a 51cm Ruby Comp frame weighs 940g and the fork 380g. Combined that with the Roval CLX32 disc wheelset - 1350g - and for a bike that is aimed at the endurance market this is a certainly a lightweight offering. (Although Specialized don’t publish the total weight of their bikes a fair comparison would be the Cannnondale Synapse di2 disc 2016, at 8.02kg.)

With the ability to run up to 33mm tyres, the new Ruby heralds a shift towards a different, more flexible form of road cycling, where on hoping off onto a gravel path for a few kms has increasing appeal and where comfort does not compromise performance.

Does it all add up? We found out: Specialized Ruby first ride

Model range and prices

By Susannah Osborne