Bianchi has launched the latest version of its aero Oltre range: the XR3.

The XR3 sits beneath the XR4 (review on next page) in the Oltre pecking order, but with a number of filter-down technologies from its senior. 

Bianchi's patented Countervail technology for example, which aims to reduce muscle fatigue and increase control of the bike by reducing the amount of vibrations that the frame conducts. It does this with a carbon composite system unique to Bianchi, which it claims reduces vibrations by up to 80%.

'Traditional passive damping in frames using superficial rubber inserts and isolators are marginally effective compared to the integrated carbon Countervail® system developed by Bianchi,' the brand says. Apparently Countervail is even 'proven in the extreme conditions of NASA aerospace operations.'

Frame specs

- Carbon Monocoque technology

- High strength + medium modulus carbon fibers with Countervail material

- Unidirectional carbon woven

- Aero shape and design

- BB set Press fit 86.5 x 41

- Internal cable routing

- Full carbon dropout with metal insert

- Weight in 55 size: 1110g (+/- 5%)

Build Specs

SHIMANO DURA ACE 11sp Compact 50/34, Fulcrum Racing Quattro LG wheels

CAMPAGNOLO CHORUS 11sp Compact 52/36, Fulcrum Racing Quattro LG wheels

SHIMANO ULTEGRA Di2 11sp Compact 52/36, Fulcrum Racing Quattro LG wheels

SHIMANO ULTEGRA 11sp Compact 52/36 Fulcrum Racing 7 LG wheels 

CAMPAGNOLO POTENZA 11sp Compact 52/36, Fulcrum Racing 7 LG wheels

SHIMANO 105 11sp Compact 52/36, Fulcrum Racing Sport wheels

bianchi.com

Click through to page two for a full review of the Bianchi XR4 

‘You have to look at the whole bike,’ Angelo Lecchi, Bianchi’s road product manager, tells me. ‘Anyone can build the stiffest bike, or the lightest bike, or the most aerodynamic bike, but it’s how it all works together that really matters.’

I bear that in mind as I swing a leg over a shiny new Bianchi Oltre XR4, resplendent in the company’s celeste colour. It’s the press launch in Colombaro, on the shores of Lago d’Iseo, about an hour outside Milan, and Bianchi has promised the assembled journalists a short, fast ride to get a feel for the Oltre XR4’s racy nature.

Everyone is decked from head to toe in Bianchi-branded aero kit, including a smooth-shelled lid and Lycra shoe covers. They’re not taking any chances that the ride won’t feel as quick as possible.

Perhaps the biggest change to the Oltre XR4, compared to the XR2 (there is no XR3), is the addition of Countervail to the carbon layup. This viscoelastic material is embedded in all parts of the frame and fork and promises to reduce road buzz by anything up to 80%, so I do my best to gauge just how smooth the ride is as we slip along the roads of northern Italy, past fields and pretty villages.

I have to say it’s pretty smooth – especially for an ultra-stiff aero race machine – but it’s impossible to say whether this is as a result of the Countervail. In this part of the world the roads are impeccably tarmacked, and I’m spinning along on a pair of 25c Vittoria Open Corsa tyres, so I could be riding a frame made from scaffolding poles and it would still be pretty smooth.

One of the big advantages of Countervail, according to Bianchi, is that it allows the rider to maintain a fast, aero position for longer, thanks to it being so comfortable, and therefore you can maintain a quicker average speed. On our short 45km jaunt, I don’t get long enough to test the truth of this, but it certainly feels like a forgiving ride. I wouldn’t have any qualms about setting off for a long day on the Oltre XR4, and that’s not something I could say about all aero race bikes.

With a bunch of journalists from different countries in attendance, it isn’t long before the speed ramps up, and everyone starts testing the legs of the others. One minute I’m having a chat to a rider by my side, the next I’m out of the saddle chasing down a group that has nipped off the front. When I do stamp on the pedals, the Oltre responds with pleasing immediacy. If there is any flex in that vast bottom bracket, I certainly can’t detect it, and the bike springs into action like an eager puppy.

Once up to speed, it holds it well. After a sprint to catch the group, I knock off the power and am surprised by how quickly the bike continues to skip down the road without any input from me. Those aero bars and tubes (and everything else, including me) are obviously doing their job of preventing as much drag as possible. I can’t confirm whether Bianchi’s claim of an extra free 20 watts holds any water, but it’s certainly a bike that will get you where you’re going faster than you are possibly used to.

Comfort and speed aside, the one area where the Oltre XR4 really impresses is in the handling. More than any other bike I’ve ridden recently I feel completely in control taking fast corners, and never have to worry about any jitteriness. It makes me want to chuck it into bends with abandon, and if it wasn’t for the fear of meeting an Italian truck driver coming the other way, I probably would.

Bianchi makes no claims that this is a do-it-all bike (which is often the assertion when brands launch new bikes). The Oltre XR4 is a race bike, used by the LottoNL-Jumbo team, and meant for smashing stages at the top speed possible. But that shouldn’t prevent it from being on the list if you’re not an out-and-out racer. It’s fast, yet comfortable enough for long rides. Most of all, it has excellent control, which is not something you can measure in grams or Newton-metres, but is perhaps a better criterion for how much fun a bike is to ride.

First look review

If you’ve been watching the Tour de France, you’ve already seen this bike being ridden by the LottoNL-Jumbo pro team, but now Bianchi has officially launched the latest version of its race-oriented Oltre, the XR4.

Stiffness and aerodynamics were always the qualities at the top of the Oltre’s hit list, and Bianchi claims the new XR4 is both stiffer and more aero than the previous XR2 (no word about what happened to the XR3). But the company also says that it is more comfortable, with better handling too. 

More of everything

At a glance, the new bike looks beefier than its predecessor, with thicker, deeper tubes and an aggressive profile. If Bianchi’s other race bike, the Specialissima, is like a greyhound – skinny elegance – the Oltre XR4 is more like a Doberman Pinscher – muscular and powerful. It’s an alphadog of a bike, designed to punch a hole in the air.

Perhaps the most striking feature is the head tube, which is so vast it looks like it could double as a wine cooler. Where before the headset sat atop the head tube, now it is integrated inside it, creating a smoother junction. For those who can’t ride with the stem slammed, neat aerodynamic spacers can be placed over thenheadset to maintain the aerodynamics. The Oltre XR4 comes with a Vision Metron 5D bar/stem combo that adds yet more wind-cheating potential, although it can still be run with a standard stem.

The top of the fork is equally integrated into the head tube to keep the air sliding smoothly around the front of the bike, and the fork itself is significantly deeper than before, with a slight curve down to the dropouts instead of the straight line found on the XR2. The new fork has been adopted almost wholesale from Bianchi’s Aquila time-trial bike.

The down tube has been beefed up as well, keeping the rounded triangle shape of the previous model but with bigger dimensions. The seat tube is shaped to follow the line of the rear wheel, eliminating as much gap as possible where turbulence can create drag, and the seat clamp has been switched to an internal bung on the top tube, again helping to smooth out the lines of the frame.

At the rear, the seatstays join the seat tube a little further down than previously, making for a smaller rear triangle that adds stiffness for improved handling and also creates space for the expander bolt at the seat clamp. Meanwhile, the chainstays are deeper and stiffer than before and run almost horizontally backwards from the bottom bracket to allow for internal cabling.

Direct mount brakes help to keep the callipers tucked into the frame for yet more aero gains as well as slightly more powerful braking, and it’s nice to see that Bianchi hasn’t opted to place the rear calliper behind the bottom bracket, where it can sometimes rub the wheel rim under heavy pedalling efforts.

The bottom bracket itself is even bigger than before, adding extra stiffness in a vital area, although Bianchi won’t say how much stiffer the XR4 is compared to the XR2 – only that it’s stiffer.

The buzz 

The biggest change to the Oltre, according to Bianchi, is the introduction of its Countervail technology. This is a viscoelastic carbon material, used throughout the frame and fork, that it developed alongside aerospace company MSC, and which it claims reduces road vibrations by up to 80% compared to standard carbon. This ‘Vibration Cancelling Technology’ was first introduced to the Bianchi Infinito in 2012 with the aim of making its ‘cobbles’ bike cope better with rough roads. It has since been added to several models in the Bianchi range, with the Oltre being the latest to get it.

It might seem unnecessary to add dampening to an aero bike designed for flat-out speed, but Bianchi claims the decrease in road buzz helps to lessen fatigue and allows the rider to maintain a crouched, aerodynamic position for longer. It also helps with what Bianchi calls ‘control’, meaning the bike should be less jittery on descents and more stable through corners.

Like many bikes these days, the new frame shape was developed with CFD and tested in a wind-tunnel, but Bianchi is very proud of a new aerodynamic testing technology that it has borrowed from Formula 1, called ‘Flow Visualisation’. This is where special fluorescent paint is ‘flowed’ over the frame in a wind-tunnel at race speed and the patterns and intensity created by the paint on the frame reveal the areas that require extra attention – it certainly makes for a funky paintjob.

As a result of all these changes, Bianchi claims the new Oltre XR4 offers 20 watts of extra power. That’s a big claim, and when we questioned Angelo Lecchi, road product manager, he said, ‘It’s an average wattage, based on different speeds, sometimes with a rider, sometimes without. When you get up to 55kmh, it can actually be more than 20 watts saved.’

At 980g for a size 55 frame, the new Oltre is about 40g heavier than the previous iteration (the fork is about the same at 370g), but as Lecchi points out, ‘That is very little indeed, considering we have made all the tubes much bigger.’

The bits 

The new Oltre XR4 will come in five colour options, with the company’s classic celeste to the fore. Spec will be top of the range, of course, with options for Campagnolo Super Record, Record, Chorus and – once it’s available – the new Shimano Dura-Ace. Wheel options include Fulcrum Racing Zeros and Zipp 404 Firecrest.

How does it ride? We’ll be able to let you know once we’ve given it a test on the roads around Milan tomorrow.

£TBC

Bespoked - the UK Handmade Bicycle Show - returned for another year in its native Bristol, and one thing's for sure, the quality and depth of the independent framebuilding industry just gets better and better

This year saw the return of Ricky Feather (from Yorkshire) and Rob English (raised in the UK, now in Oregon), two high-profile builders absent from the show in recent years, but who had clearly been busy in the intervening periods.

They joned a plethora of new builders such as Donard (Ireland) and Mawis (Germany) and old hands such as Swallow (Shropshire) and Legend (Italy).

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Image 54 of 87

The standard was exceptionally high, and if there was a theme this year it was builders leaning towards the practical, whether that was wider tyre clearances, integral mudguards and racks, frame pumps or even complete onbaord tool boxes.

We were honoured to be asked to judge the competition, so along with a host of superb looking builds in the gallery, click through the gallery to find Cyclist's top three road bike picks.

The Storck Durnario Comp Shimano 105 landed in the office for a ride-it-now-or-never, one-week-only test period. Realising a couple of commutes wouldn't cut it, I ventured out into the Surrey Hills to see how it fared on more open roads and slightly harder climbs.

Storck is a brand better known for high end offerings, and that remains the case with this frameset, but the inclusion of a Shimano 105-equipped is interesting as it marks a shift towards a wider market.

Aiming for newer riders and sportivistes, a 105 build better suits their needs and also leaves scope for upgrades at a later date.

On the whole, I was happy sat atop this bike as it coped well in the wind and climbed with ease. But all the while I was consious that something was missing and it took me a while to put my finger on what it was.

Then it dawned on me: excitement. I just wasn't very moved by this machine. However, that's not such a bad thing.

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Image 5 of 13

This isn't to fault the build, with its 'Directional Depending Stiffness’ frame and the workhorse reliability of the Shimano 105 groupset the bike performed well and I could happily have extended my 100km ride into an all day audax with little concern about the comfort of the bike.

Here is a bike that would be dependable over a long sportive or for a first foray into racing. While fast enough when up to speed to feel like your effort wasn't being wasted, it did lack a bit of zip from a standing start and coming out of corners.

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Image 8 of 13

Then the price comes more sharply into view and you once again wonder: where was the zip, the buzz, the thrill of the ride? The Storck Durnario Comp felt, well, just a bit ordinary.

Ordinary's fine: it will see you through any sportive and even those first few races. But ordinary shouldn't cost quite so much when it comes with a Shimano 105 groupset.

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Image 11 of 13

For a similar price to this Shimano 105-equipped bike you could get a Trek Domane SL 6 or even save yourself a few hundred quid with the BMC Granfondo GF02, both with Shimano Ultegra.

The Storck is racier than both but few people getting into cycling spend enough time competing in only crits while doing little other riding for this to be a huge factor.

The Storck's very minor jump in price from frameset only to Shimano 105-build is so small it looks like a bargain.

However, that's because the frame is already at the pricey end of things.

The frameset alone probably goes a long way to deserve its price tag, but building the bike up with Shimano 105 does feel like the whole package is slightly cheapened.

This is where I should state that I'm a huge fan of the most recent incarnation of the Shimano 105 set-up: it works and looks better than it ever has, and rivals most 'better' groupsets from about five or more years ago.

The Shimano Ultegra build, at nearly £3000, is possibly the best value as a proportion of its rivals.

Storck's self-pitched position at the premium end of the market suits its offerings in that corner well.

The lighter framed, Shimano Dura-Ace equipped Durnario Platinum, which will set you back over eight grand, is a top-end machine and an investment for the serious rider and racer.

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Image 3 of 13

The Storck Durnario Comp Shimano 105 has an advantage over its flashier brother thanks to the fact that it would suit anyone from new rider, to accomplished sportiviste or amateur racer.

The quality of the frame isn't in question, so a groupset and/or wheel upgrade down the line is a viable option, but it's still a hefty initial outlay.

As mentioned at the start, I only got to ride this bike for a week but if I'd been offered it for a full summer I would gladly have stuck with it.

Anyone who buys one is unlikely to be disappointed if they know what they're getting; they should perhaps just look to skip this model and go straight to the Shimano Ultegra build from the off.

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Image 12 of 13

Spec

What is it?

We’ve long been fans of Cannondale’s CAAD range at BikesEtc – light, stiff and fast alloy bikes that score highly for versatility and value.

So we were very keen to get our hands on the latest addition, the CAAD Optimo, which Cannondale describes as ‘a killer first performance road bike or great training/ back-up bike’.

Launched late last year to replace the CAAD 8 in the line-up, this is not just an update of its predecessor, but a totally new bike that borrows much of the technology that went into making its high-end big brother the CAAD 12.

Tell me more about the frame

The Optima is built using Cannondale’s C2 SmartForm alloy, with tubes shaped and profiled for an optimum blend of strength, low weight and stiffness, joined together with strong double-pass welds, while the SAVE ‘micro-suspension’ technology uses engineered flex in the frame to reduce vibrations for a smoother ride.

On the road, this translates into a bike that responds well to rider inputs, aided by well-balanced geometry that offers the sharp handling benefits of a short wheelbase combined with stability provided by a relatively relaxed 73.1-degree head angle and low bottom bracket.

Simply put, it’s easy to ride, and lots of fun!

It’s versatile, too. The use of disc brakes means there’s no bridge between the seatstays at the rear, but mounting points for an optional bridge allow the fitting of mudguards, while front mudguard points are neatly concealed on the inside of the full-carbon fork.

So while this could be a great bike for fast summer sportives, it’ll happily see you through winter training duties, too.

What about the components?

Cannondale’s SI (System Integration) approach means a holistic approach to bike design that gets frame and components working together in perfect harmony.

Shimano’s excellent 105 shifters and front and rear mechs are complemented by an FSA chainset, while TRP’s Spyre-C are is about as good as a mechanical disc-brake system gets: easy to set-up and adjust, and – unlike most cable-actuated disc brakes – the calliper operates both pads for powerful and controlled braking.

The 160mm rotor at the front further enhances stopping power, while a standard 140mm rotor is used at the rear.

Wheels are Maddux disc-specific rims with a fashionably plump profile (24mm external width, 26mm depth), laced to reliable Formula hubs with 28 (front) and 32 (rear) spokes.

By doing away with a braking track, wheel rims can be built lighter and shaped for improved aerodynamics.

Fitted to them are good-value, reliable Schwalbe Lugano Active Line tyres, with Kevlar puncture protection. Their 25mm width complement the bike’s other comfort-giving qualities nicely.

How much will it set me back?

We reckon the CAAD Optimo 105 model you see here is fantastic value at £1,199, but there’s also a Tiagra-specced option at £999.

Both come in eight sizes ranging from a tiny 48 up to an extra-large 63. Meaning no matter what size you are, you should find a bike that fits.

Spec

The Domane, so says Trek, has it all: ‘Blistering speed, incredible race comfort and stability, even on the punishing pavé of Flanders and Roubaix.’

So, is this the bike you’d want underneath you in order to undertake those sportives that follow the routes of the cobbled Classics? Wearing voluminous 32c rubber, and featuring vibration-damping technology, there could be some mileage in that...

Frameset

The headline feature of the Domane’s frameset is its IsoSpeed decoupling system. At the rear of the bike, a rocker at the junction of the seat tube and the top tube enables the two frame tubes to de-couple, allowing the seat tube to flex in response to changing road surfaces.

A similar system is employed at the front end, which allows the steerer to flex, taking the sting out of bumps. Crucially, it doesn’t flex laterally, so in theory does nothing to the detriment of steering accuracy.

The frame itself is constructed from Trek’s Optimum Compaction Low Void (OCLV) carbon, which aims to achieve a balance of lightweight, strength and stiffness.

The Domane features Trek’s ‘endurance fit’ geometry, with a higher head tube than the firm’s racing models for better stability. A measured head angle of 71.3° places it firmly in the ‘endurance geometry’ camp.

Thru-axles are employed front and rear, to reduce flex under power at the forks and rear stays. There’s also ample clearance for the 32c tyres this bike runs.

Whether you’d want to fit wider rubber or not, there’s space for cyclocross tyres between the fork and seatstays.

Groupset

The SL5 is fitted with a Shimano 105 groupset. It may be mid-level componentry but everything works well. Sometimes it’s better to have a unified approach to a groupset, rather than throw in a higher-spec chainset at the expense of a lower-end cassette, for instance.

The Domane has a compact, 50/34 chainset, and 105 mechs at the front and rear. Shimano’s RS505 shifters (equivalent to 105 standard) operate the derailleurs, while the brake levers operate the hydraulic discs.

An 11-32 cassette offers a wide choice of gears, while even the chain comes from Shimano’s dependable groupset.

Finishing kit

Trek’s in-house brand Bontrager supplies the finishing kit, with acceptable alloy kit at the cockpit comprised of a 100mm stem and compact drop handlebars with a comfortable 400mm diameter, and even more comfy Isozone foam padding.

Narrower bars allow rapid response and ample leverage up front. The two-part seatpost is Bontrager’s ‘ride-tuned’ off ering, with an oversized carbon seatcap sheathing the extended seat tube.

It’s worth trying your chosen size model in a bike shop, as the seatmast has a maximum extension limit that may not be right for you even on the correct frame size.

On top of this you’ll find an Affinity Comp saddle which is also built for comfort.

Wheels

Unusually for Trek, Bontrager wheels have been eschewed on the Domane, in favour of deep-section Vision Metrons.

Their 40mm section caused us no difficulty in crosswinds. Bontrager R2 rubber around their circumference also add to the comfort levels, but not at the expense of too much performance.

Even running low pressures, steering and grip are confidence-inspiring enough to push through even the roughest corners.

On the road

Everything just fits on the Domane. It’s not too often we find a good, comfortable riding position right away, but the Trek offers a fairly upright stance that also feels like it’ll respond to big power.

The steep seatpost noticeably puts us right over the front end, while Shimano’s hydro brake hoods offer a happy place for our hands to rest.

A number of things hit home within the first 10 miles of our ride. Firstly, the 32c tyres of the Domane are a clear game-changer – it’s eye-opening to spend so long on tyres so fat; normally we’d reserve rubber this wide for smashing up and down bridleways.

Their high-volume, low-pressure set-up takes any bite out of the road, leaving us feeling refreshed enough to not bother with a cafe stop.

Secondly, although it seems like a trifling detail, the fitment of foam pads directly to the Domane’s handlebar tops (before they’ve been wrapped in tape) means you can ride with your palms on the bar tops for miles with none of the vibration that often travels up your wrists in this position.

Beyond these two observations, the stand-out impression is that this a bike that’s easily the most stable of the four we’re testing.

Its wheelbase is the only one to push beyond the one-metre mark, and a very easy-going head angle and high head tube allow the miles to be despatched in comfort and confidence.

However, this is slightly at the expense of excitement. Hills also present an issue. Yes, there’s a 34x32 gear at hand if you’re struggling, but a package weighing 8.60kg doesn’t put you on the front foot to begin with. That said, Paris-Roubaix isn’t the hilliest race in the world...

Built for distance

The over-riding impression is of a bike that prevents fatigue admirably and is built for distance.

In terms of handling, what we’re also searching for is a bike that will handle with the best, especially in a group of sportive riders of potentially differing levels of bike handling ability.

Once you gel with the slightly more ponderous cornering performance of the Domane, it all clicks, but you need to get your braking done in advance for downhill corners.

Which isn’t to say you can’t haul the SL5 up in short order – its hydraulic stoppers are powerful enough to almost halt the bike with two-finger braking, while smaller, finer inputs of braking are easily applied.

It’s gratifying to notice that the IsoSpeed decoupler at the front end has no effect on steering accuracy. It does its vibration-eliminating job well on pitted lanes, but its operation is hard to notice in corners.

Again, we’re looking at a solid, predictable steerer here. With 1.5 inches (pesky Imperial-system-loving Americans) of stem spacers to play with, it’s very easy to get lower over the front for a more aggressive riding position.

A seat angle of almost 75 degrees tips you forward onto the bars naturally, so all the ingredients are there for a happy sportive experience, getting you to each feed stop with a much less numb bum than most of those around you.

It’s a toss-up, but if you value comfort over all else, buy a Domane this minute. If you’re eyeing hilly courses and love the taste of adrenaline in your mouth, try something different.

Ratings

Frame: Its unique build provides flex and comfort in spades. 9/10
Components: Mid-level Shimano 105 throughout. Good, though. 7/10 
Wheels: Deep-section hoops add to the high comfort levels. 8/10 
The Ride: Super easy on your body without ever being boring. 8/10

VERDICT

Trek's fat-tyred cobble-tamer has all the ingredients you need for a happy sportive experience.

Geometry

Spec

A brief glance at the Enigma Echelon tells you that this is a bike with a lot of traditional features. From the geometry to the straight tubing, the very smart external gear cable routing to the rim brake callipers and mechanical gears, it has the look of a classic road bike.

The Echelon is the newest addition to Enigma’s range and part of its Signature series, which means it is not only designed in Britain, but also cut, mitred and double-pass welded in Enigma’s own workshop in Hailsham, East Sussex. The welding is beautiful with neat, equal fish-scale welds that show the quality.

The geometry on the Echelon is on the racey side, making a lower, more aggressive ride position possible, with the tighter head angle giving faster steering.

The 44mm head tube is something more common on mountain bikes, but ensures all fork steerer tube sizes can be catered for as well as increasing front end stiffness.

Component choice is in keeping with the style of the bike. Finishing kit is mostly own-brand Enigma components that are perfectly functional with fairly wide bars that add comfort and a comfortable saddle.

The Mavic Ksyrium Elite wheels feel light and despite the 25mm Mavic Yksion tyres looking narrower than the claimed width, the ride quality is very special indeed, consistently providing a smooth, comfortable experience.

While it can’t match the best out there for ultimate comfort, it beats them on the stiffness, weight and speed stakes, and compared to almost all other bikes on the market could genuinely be classed as a ‘magic-carpet ride’.

The Ultegra 6800 mechanical groupset is flawless and although the external cable routing is neat, it will mean an upgrade to an electronic groupset wouldn’t be as aesthetically pleasing with no internal cable option.

The Echelon is a joy to ride both uphill and down. Its relatively low weight and responsive ride helping on the inclines and the smooth, fast and direct steering making it a blast to descend on. As a bike for those who love the traditional style, the Echelon is hard to beat.

Ratings

Frame 10/10; Components 9/10; Wheels 9/10; The ride 9/10

Verdict: A British-designed and welded frameset that delivers a smooth and comfortable ride without compromising the feeling of speed. A superb advert for titanium.

Spec

Kibosh Racing, a domestic UK team from the South West, have teamed up with custom frame builder Tom Donhour to 'craft a fleet of high speed steel machines'.

But rather than let Donhou build a custom frame for each of the riders himself, Kibosh Racing's recruits traded pedal practice for workshop sessions and lent a hand in building their own team bikes, drilling, mitering and prepping into the night at Donhou's East London workshop. 

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Image 3 of 7

'Before we've even stepped astride our bikes, we'll have earnt the closest connection possible with the machines we'll ride and race,' the team said.

The frames are a mix of Columbus HSS and Spirit tubing, which Donhou - for the man himself of course had a large part to play in the building - has purposely chosen to give the bikes both some smoothness and some punch. 

The frames feature an opposed oval teardrop down tube and a heavily ovalised top tube, which combined with wide set stays should give the bikes their race-worthy stiffness. 

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Image 5 of 7

A Columbus Futura fork and Ritchey WCS wheels and finishing kit complete the build, while a deep glossy paint job, taking design cues from a certain Marlboro-sponsored F1 McLaren team of the 70's, provides a well-executed finish. 

'As for the team,' Kibosh says, 'you won’t see them warming up on the turbo. They’d rather crash and burn than play safe, hungry for the art of racing, when racing was about guts, not incremental gains… and of course, the cold beer at the finish line.'

donhoubicycles.com

Kinesis has been making the GF Ti (Gran Fondo Ti) for many years and the GF Ti Disc is the latest version of a model that is widely – and rightly – seen as a classic, with the big difference of course being the inclusion of disc brakes.

The GF Ti is aimed towards riders who love big rides and are looking for versatility with mudguard mounts and rack mounts that could make their bike an all-rounder – suitable for the worst winter weather, some touring and even maybe as a super commuter.

The frame is nicely shaped with a hourglass head tube with subtle inset badges and swooping seatstays that are designed to improve comfort.

While our test bike was fitted with a mechanical Ultegra groupset, the internal cable routing is Di2-ready meaning upgrading to electronic shifting would be a doddle should you wish to go that route.

The Ultegra parts are matched with a Turn Zayante chainset that is incredibly stiff, but also has a wide stance that makes heel rub almost inevitable.

Riding is as comfortable as expected and despite being on the heavy side, it still handles the steepest climbs well.

The Racelight wheels are reasonable all-rounders and while the Vee tyres offer plenty of grip, they mute the road and give a slightly inert ride that loses a little of the magic that titanium can provide.

With 25mm tyres fitted the clearance is impressive – there’s space for up to 32mm tyres. Despite the lack of feedback due to the tyres, riding downhill is huge fun as you learn to trust the level of grip on offer.

The Fizik stem and bar are good quality and combined with thick, comfortable bar tape they help give a stable, precise ride that makes it easy and confidence-inspiring to hit sweeping downhill bends.

The mechanical TRP Spyre brakes offer improved braking performance over rim brakes in poor weather, but can’t match the modulation, power or control that hydraulic brakes can offer and in the dry, can’t match a well set- up rim brake.

At this price we’d like to see a hydraulic option as standard. Still, a great bike, that oozes quality and inspires confidence.

Ratings

Frame 9/10; Components 8/10; Wheels 9/10; The ride 9/10

Verdict: The GF Ti is a fantastic frame with geometry that gives it an enjoyable but secure, safe ride feel. Choosing components is part of the Kinesis buying experience, which negates quibbles over the spec of our test bike – the addition of hydraulic disc brakes would make this even more special.

Spec

If you’ve weathered the storms of winter like some kind of cycling viking, we salute you. Now’s the time to prepare for the better days soon to come.

But even if you wussed out and left your bike untouched over the bleak months it’ll still likely benefit from a spruce up.

We show you how to ditch the grime and treat your machine to not only get it looking good but also help it shed any further muck you encounter this spring.

You will need: Bike Wash • Polish • Brushes • Gloves
Time taken: 15 minutes.

1 Brush off loose dirt

If you’ve let your bike get properly mucky it’s easier to knock off lumps of dirt before you start hosing it down. When they’re wet they’ll smear over the paintwork.

So use the brushes to loosen them off, but don’t be too enthusiastic as you won’t want to scratch the bike’s lacquer

2 Wet down

If your bike has got into a truly atrocious state over the winter, you might want to wet it down first to soften up the bigger patches of grime.

However, if it’s not too mucky you can skip this stage and go straight onto the next as most cleaners can be sprayed straight onto dried-on dirt and grime.

3 Spray on

Give the entire bike a good coating of Finish Line Super Bike Wash. This includes all the frame tubes along with the drivetrain and brake callipers and any other grimey bits.

Don’t forget behind the chainrings, under the fork crow, behind the brakes and under the saddle, as dirt likes to accumulate in those spots.

4 Scrub sprockets and hard-to-reach bits

Go back and scrub the mucky patches. Use a thin and hard bristled brush to get in between each of the sprockets on the cassette.

While you’re there, give either side of the jockey wheels on the rear derailleur a scrub too. Assuming it isn’t too gunked up you can give your drivetrain a clean as well.

5 Rinse off

Give the whole bike a rinse down. If you’re using a hose, start at the top and work downwards so the dirt can run off, and avoid spraying directly into the headset, wheel hubs and bottom bracket bearings.

Check for any residual mucky spots and give them a final scrub.

6 Spray and polish

Once the bike has drip-dried you can apply a coating of Finish Line Showroom Polish to the frame and components. Simply spray it on, leave for a minute them buff with a soft cloth.

Doing so won’t just leave your bike looking shiny but will also help to prevent dirt sticking to it on future rides.

Sram’s eTap shifting simply had to be impeccable. Sram was in the crosshairs of every sceptic who wished to shoot down the wireless shifting concept, waiting to pounce on any tiny glitch.

But the glitches didn’t come. No one’s gears started going haywire as they rode near a mobile phone mast. No one had their gears hacked. Shifting was solid and reliable, even in pouring rain, covered in muck and filth on a winter ride. Sram had delivered a superb product. 

I’ve used eTap for months now – see page 2 for a full review – and can hardly fault its performance, which is why I was keen to find out how it would be affected by the addition of hydraulic disc brakes.

On paper, eTap HRD should be a simple marriage of Sram’s already proven Red HRD (Hydraulic Road Disc) callipers to the eTap shift levers.

With much less internal gubbins in the eTap lever body compared to the mechanical version, it appeared Sram’s engineers had a straightforward task ahead. But nothing is ever that easy.

Starting from scratch

‘eTap HRD (Hydraulic Road Disc) is an all-new design. It’s not like the Red HRD at all,’ says James Alberts, Sram’s brake product manager.

‘The calliper has a lot of new features to do with pad clearance and heat management but also ease of set-up and servicing. We’ve worked really hard on the controllability of the braking.

‘You don’t want a brake that hits you with all its power at once. You want feel, so you can control it.

‘For that we had to work a lot on the piston ratios – the size of the piston at the lever, the rate it pushes fluid through the system, to the size of the piston at the calliper and how much it moves the pads.’ 

Before I could test Alberts’ claims, I had to attach the system to a bike, which was much easier than I thought it might be.

The hose-cutting, hydraulic connections and bleeding were all simple processes. Sram calls it Bleeding Edge Technology, meaning the internal architecture has been altered to change the way the fluid flows in order to reduce the chance of trapped air.

It’s still not quite as slick as Shimano in that department, but it’s a big improvement over Sram’s previous convoluted methods. 

Setting off on a ride, I immediate noted how similar the eTap HRD levers felt to the mechanical versions. The eTap HRD hood is 4mm larger, but I struggled to notice.

The slim design felt good in my hand and it’s visually a big improvement over the original Red HRD hood shape. 

Also pleasing was the lack of pad rub when riding hard out of the saddle – the bane of so many disc bikes.

Sram claims a pad clearance of 0.4mm each side, which doesn’t sound much but during set-up there’s daylight between the pad and rotor, so as long the hub and axle hold the rotor firmly in place, you can ride in silence. 

The size of the rotor affects both the available braking force and its ability to dissipate heat. Sram recommends a 160mm rotor, but after just a short period of testing I opted to flout its advice and switch to a neater 140mm.  

In terms of performance the HRD levers delivered just as promised. The braking force comes in a progressive manner.

Initially slow to react (a good thing), the modulation through the middle of the lever stroke is well regulated before ramping up to a force that’s well beyond anything my 67kg bodyweight requires. 

Boiling point

Heat management is a big concern for disc brakes. The eTap HRD callipers have a number of specific features designed to reduce heat build-up. Alberts assures me these callipers run cooler than anything in the past. 

‘The calliper has a wider opening to increase airflow for improved cooling.

The aluminium pistons are thermally insulated and there’s a stainless steel heat shield that sits between the brake pad and the calliper body, both of which reduce the heat transferring to the fluid, reducing its temperature by 35°C in lab tests.’ 

With other hydraulic set-ups (including Sram’s Red HRD) I found that if I dragged the brakes on a long descent it was possible to get enough heat in the system that the brakes would rub for a while as the fluid expansion pushes the pads closer to the rotor.

I couldn’t induce the same effect on the eTap HRDs, which suggests the claims about improved heat management are true.

Combined with wireless shifting, the flat mount eTap HRD calliper and 140mm rotor combo on this Cannondale Super Six Evo is the neatest and cleanest solution for a road bike I’ve seen to date.

The next step will be to get rid of the brake hoses too for the ultimate clutter-free bike. I’m not sure how they’re going to manage that, but I’m sure Sram is working on it.

The spec

Sram groupset weights

Red eTap HRD components 960g
Red HRD components 958g
Red eTap (rim brake) 675g

Price (Sram Red eTap HRD) £2,387

Contact
sram.com

Sram Red eTap groupset review

21 March 2016

It was only with the advent of Di2 in 2009 that Shimano finally persuaded the cycling public to adopt electronic gear shifting. Since then, Di2 has enjoyed such success that there is now talk of it filtering down to the mid-level 105 groupset.

Campagnolo followed suit with the launch of its EPS electronic system in 2012, which rather left the other big name in groupsets, Sram, out in the cold.

But the American company has at last released its much-anticipated eTap Wireless system, and the question has to be asked: was it worth the wait?

On the pulse

Realising the industry didn’t really need a ‘me too’, Sram set about upping the ante by going wireless. This immediately threw up a number of potential problems.

What if the signal between shifter and derailleur gets interrupted? Could it be ‘hacked’ by rivals? Could multiple bikes running the same system interfere with each other? Would phone signals cause problems? 

I am firmly convinced Sram’s new system is not only problem-free but is potentially the new benchmark for all electronic groupsets to come.

Having suffered the financial and reputational consequences of a recall on its hydraulic brake systems in 2013, Sram knew it couldn’t afford to get this one wrong, and so it went to extreme lengths to ensure everything worked flawlessly on the new eTap groupset.

It will be a while before we can categorically say it has succeeded, but at the time of writing I am firmly convinced Sram’s new system is not only problem-free but is potentially the new benchmark for all electronic groupsets to come. 

I was fortunate enough to be at the official launch of Sram eTap in Schweinfurt, Germany, late last summer, and was immediately impressed by how easy it was to set up.

It took all of five minutes to take the parts from their box, attach them to the bike and complete the wireless ‘pairing’ procedure, where normally I’d still be grappling with cable cutters as the sun goes down.

I’m also sure most mechanics will be overjoyed that this system negates the need to feed cables through tiny holes in bike frames. 

All that’s required is to bolt on the four individual parts – two shift levers, front derailleur and rear derailleur – and ‘pair’ them with the push of a button on the rear mech, followed by a single press of the individual buttons on each component.

Setting the limit screws on the mechs was mildly more complex, but straightforward enough for most people to grasp. Fitting them was easy-peasy.

Wireless technology requires that each component has its own power source, unlike the single battery used by Shimano and Campagnolo, but this actually brings a number of benefits. 

Firstly, there’s no hiding lumpy batteries inside seatposts or frame tubes. The batteries in the eTap shift levers are simple coin cells that are available in any supermarket, with an expected lifespan of around two years.

The mechs use clip-on lithium polymer rechargeable batteries that are small and light. The life expectancy of these is about 1,000km or 60 hours of use. 

The mech batteries are also interchangeable, so in the event that your rear one runs flat, you can switch it with the front mech battery to get you home. Being removable also means you don’t need to park your bike next to a power source to charge them up.

Slick and precise

Intuitively the right-hand lever button shifts the rear mech down the cassette; the left shifts it up; press them together to switch chainrings.

I was amazed at how quickly I got used to the system, and the shifting was precise. During testing it never missed a beat, even when it was covered in muck, on a magnetic resistance turbo, close to phone masts, or any other situation where it might be found wanting.

Personally I’d like the shift speed to be a smidgen faster, especially during multiple down shifts. Arguably most riders would never even question it, but in direct comparison to Shimano’s Di2, eTap’s shift response just feels a fraction slower. Perhaps an optional firmware update could be offered to allow riders to fine tune this aspect.

Also, with the eTap I needed to ease off the pedal pressure to ensure smooth front shifting more so than with Di2. But again, it’s only marginal. 

Overall, what Sram has achieved with eTap is highly impressive, especially as it has resisted the temptation to give it a sky-high pricetag. Once frame manufacturers get on board, I don’t think it will be too long before we see wireless-specific frames, which will remove the need for holes or cable ports that ruin looks and compromise tube strength.

The eTap represents a real step forward, and it will be interesting to see how Sram’s big rivals respond. 

Like the standard SS26, the SS26 Aero – despite its racy appearance – is designed to be an all-rounder. Tifosi says it has ref ned the geometry to make sure that it’s as stiff and light as possible, ‘whether chasing down Strava segments or entering 180km sportives.’

We’ve thrown the kitchen sink at the £999 frameset to see if the extra outlay really is worth it. Whether you want to be ‘that guy’ who turns up for a century ride on 50mm deep-sections or not, well, we’ll leave up to you...

Frameset

The SS26 Aero’s frameset is an object lesson in purposeful aerodynamics. An oversized Toray carbon down tube features five edges, tapering almost to a point at its trailing edge, while a top tube so straight you could put a sight-glass in it, fill it with oil and use it as a spirit level, extends from a fat, aero profiled head tube.

The head tube is the same height as the rival Trek Domane SL5 Disc’s, so it never feels like you have your hands wrapped around the front spindle – it’s a more easy-going riding position than you’d think.

Combined with a measured head angle of 71.9°, the geometry at the front end isn’t as racy as it looks. The steep seat angle, meanwhile, positions your body over the front end, to promote control and quick direction changes.

Deep-section chainstays meet the rounded-profile seatstays at the rear axle, while an aero carbon seatpost is adjusted via a bolt hidden in the top tube.

Groupset

Campagnolo’s Chorus groupset provides all the moving parts that stop and effect gear changes on the SS26 Aero.

The carbon 53/39 chainset stands out in this test. It works in unison with an 11-29 cassette, while Campagnolo’s skeletal Chorus brake callipers run carbon-specific pads in this package, to grip the carbon braking surface of the Tifosi’s deep-section wheels.

Finishing kit

Despite the Italian-sounding name Tifosi is an English brand. However, the illusion of Italian parentage is compounded by the SS26’s finishing kit.

A Selle Italia SLR saddle offers a lightweight yet amply supportive seat (we’d be happy on it between feed stations), which sits atop an unbranded Tifosi carbon seatpost.

At the front end, Deda’s Super Zero 420mm diameter handlebars have an aero-profile top, compact drop and are gripped to the steerer by a 130mm Super Zero stem, which we found offered a good fit for our size 52 frame.

Wheels

Campagnolo’s Bora One carbon clinchers, in a 50mm section, grace this build. Yes, they’re quick; yes, they’re flashy. And yes, they’re pricey.

At just over £1,700 for the set, it’s clear where the extra cash has gone on this bike. Asymmetric spoke lacing balances out pedalling forces at the rear, plus their 24mm rim width allows the fitment of wider rubber like Michelin’s 25c Power Endurance.

They’re grippy, and wore well throughout testing, leading us to believe they’re all the tyre you’d need for a whole season of sportives. At £35 each, they’re not prohibitively expensive, either. Campag's Zondas make for a worthy alternative if you want a shallower wheelset.

On the road

The Tifosi is certainly a stunning looking bike – it’s amazing what a classy paintjob can do to transform a bike, and the colour scheme here is just beautiful.

Even more importantly, the bike is nowhere near as harsh to ride as it looks. Neither does it require stacks of commitment to get the best from it, as the first five miles of our loop demonstrated.

The Tifosi might look like a race bike, but as a package it actually lets you to wring every last drop of performance from it, and allows you to shine.

Campag’s Chorus shifters have a very positive, almost clunky operation, but are faultlessly precise in their engagement, allowing us to short-shift through the block to almost get as far as the 53x11 before reaching the foot of a hill that starts our loop.

Setting off the speed-warning sign entering the next village, we hold on to our 25mph speed through a flat, straight drag between stone cottages.

As the road ramps up towards rolling country B-roads, the sheer quickness with which the Bora 50s spin up is exhilarating. There’s nothing like the ‘whump’ of a deep-section rim to make you feel ‘pro’!

The frame announces its stiffness as we stomp uphill, comfortable halfway up the cassette in the 39-tooth chainring. Although a 53/39 chainring is generally seen as the choice of racers, we had no problem maintaining our pace with minimal fatigue, thanks to the wide-ratio cassette at the rear.

The SS26 Aero’s comfort is genuinely surprising. Michelin’s 25c tyres absorb much of the road buzz, the carbon seatpost isolates vibration, and the cockpit set-up features deeply padded bar tops that are very comfortable to rest your hands on when not riding on the hoods.

Which, à la Campag since the year dot, are ergonomically pleasing, rubberised works of art.

Handling

While the SS26 has a more relaxed head angle than you’d think, this lends it stability to temper the short wheelbase of 977mm in our size 52 example.

Whether you’re cornering on the drops, or taking it more steadily riding on the hoods, the Tifosi tracks a line through the tightest turns.

As with any 50mm rim, the Boras do become affected by crosswinds, causing us a couple of moments of concern on more exposed roads.

On balance, though, the benefit we felt from their lightweight full carbon construction is something we’d accept at the cost of occasional windy iffiness.

Campag’s super-effective Chorus callipers slow the bike with real aggression if you’re ham-fingered, and show just how far carbon-on-carbon braking has come.

With a squeal, they’ll haul the SS26 up into downhill corners, allowing you to carry as much speed as possible to the apex, while the confidence we took from the Michelin rubber surpasses anything we’ve experienced in dry conditions in a long time.

This bike is exciting to ride but still provides a surprising level of comfort. If you want to get around your next sportive with the best balance of speed and comfort and have a little extra cash to spend – you don’t need anything more than the SS26 Aero.

Ratings

Frame: Aerodynamic, and yet surprisingly comfortable. 9/10
Components: Superb Campag Chorus is used throughout. 9/10 
Wheels: Deep-rimmed Campag Boras help this bike fly. 9/10 
The Ride: Exhilirating without it ever feeling like it's hard work. 9/10

VERDICT

Want to get around your next sportive with the best balance of speed and comfort? Got a little extra cash to spare? Then the SS26 Aero is for you.

Geometry

Spec

The Vaaru MPA (which stands for Miles Per Annum) is the brand’s versatile frame that is designed for year-round riding and to be comfortable for the longest of rides.

With a full complement of mudguard rack mounts and racks mounts, including on the fork, it’s perfect for anyone wishing to do some touring.

Vaaru are relatively new and specialise in titanium frames, concentrating solely on the benefits that this particularly tough metal can bring.

The level of detail on the frame is fantastic with touches like the titanium headset spacers, anodised decals and chunky, purposeful dropouts with thru-axle all helping to lift it out against other frames.

The geometry and tubing is aimed towards longer rides, with a relatively tall head tube and short top tube giving the bike a slightly more upright position, and one that prioritises comfort over out and out aerodynamics or speed.

With neat, interchangeable cable inserts making it suitable for electronic or mechanical groupsets, the Ultegra Di2 set on our test bike was a real plus with the only minor gripe being that the buttons can be a little hard to differentiate when using thicker gloves (hey, it was cold!).

The Edco Optima Roche wheels, while not a common sight are a nice addition, coming in at a competitive weight and are responsive without any noticeable flex.

No tubeless

Given that they’re tubeless-ready it would have been nice to see tubeless tyres fitted as standard, although the Continental Grand Sport rubber they came with still provided good grip and feel of the road.

With a weight of just over 8.5kg it isn’t light by race bike standards, but for its intended use it is on par and even on long, steep climbs it felt responsive and never too laboured.

The descending ability is where it truly shines, though, giving unparalleled stability and confidence thanks to the smooth ride quality.

Comfort on even the longest of rides is excellent, even with relatively narrow 25mm tyres fitted. There is space, however, for tyres up to 30mm and mudguards should you wish to add them.

Ratings

Frame 10/10; Components 9/10; Wheels 9/10; The ride 9/10

Verdict: Vaaru has succeeded in creating a bike that's almost flawless. The attention to detail and the thought that's gone into the bike is fantastic and perfect for the type of riders it's targeted at. Supremely comfortable and incredibly confident descending ability make it a buzz to ride.

Spec

Weighing in at a respectable sub-8kg figure, the Infinito certainly has the low weight required to propel you up a hill with minimal fuss.

But the Bianchi’s most impressive claim is its ability to cover distance at speed in greater comfort than bikes equipped with damping inserts and the like, by using clever technology in the make-up of the frame to dial out the vibes.

Three hours in the saddle should see whether that claim rings true.

Frameset

Bianchi claims its ‘Countervail’ construction tech increases this bike’s vibration cancellation ability by 80%.

By combining elastic polymers with the carbon-fibre weave, the firm reckon its frame isolates high-frequency vibration, greatly reducing rider fatigue.

The frame has a sloping top tube for increased standover height and a compact rear frame triangle. Arching seatstays and chainstays meet at the rear axle.

Arrow-straight carbon forks make contact with a 155mm head tube, which gives the bike a relaxed riding position.

A massively oversized, almost triangular down tube, adds to the urgency with which this bike transfers power.

A measured head angle of 71.4° is firmly in the ‘endurance’ category, while a seat angle of 74.4° urges you forward, for maximum leverage and feeling of road connection.

Our test bike is wearing 25c tyres, but there’s frame clearance to run 28s. On a purely aesthetic note, if anyone has invented a colour that evokes as much passion as Bianchi’s celeste blue/green, we’ve yet to see it.

It’s instantly recognisable, but on the flip-side, a pig to keep in showroom condition, especially in the changeable conditions of early spring.

Groupset

Campgnolo’s Potenza groupset – four steps from the top of the Campag component ladder – is used throughout.

Comparable to Shimano’s Ultegra groupset in terms of weight and function, the main difference on the road is a much more positive selection of gears.

This bike has a 50/34 compact Potenza chainset and 11-29 cassette, providing an ample choice of ratios.

Campag’s ergo-friendly brake hoods house a long-throw lever (left-hand lever for front mech operation, right-hand for the rear mech), while thumb switches on the inside of the hoods engage the little ring and harder gears on the cassette.

Finishing kit

Bianchi’s own ‘Reparto Corse’ (‘race department,’ since you ask) alloy finishing kit is satisfyingly functional and comfortable.

The 420mm bars and 110 stem offer a good reach, while the compact-drop bars allow a really comfortable riding position in the drops.

A carbon seatpost dials out any spare road noise, while Fizik’s R7 saddle is particularly comfortable over distance.

Wheels

Fulcrum’s Racing 5 LG wheelset offers longevity and robustness, but don’t allow the bike’s exceptional frame and groupset to show us everything they’ve got.

If you wanted to stick with the Italian theme, we’d say a set of Campag Zondas would be an ideal upgrade.

Vittoria’s 25c Rubino Pro tyres, on the other hand, are a fine choice here – grippy, supple, quick-rolling and comfortable.

On the road

Initial impressions centre around an enjoyment of the bike’s more relaxed riding position compared to the firm’s racier models.

On a par with the Bianchi Intrepida we tested recently, an easy-going head angle is allied to a tallish head tube and steep seat angle to put you in the ideal position for attacking undulations. All good so far.

For all its claims of offering a supremely comfortable ride (more on that in a minute), Bianchi failed to mention the bike’s ability to slap a massive grin on your face.

The way this machine responds to pedalling input in the big ring almost puts it on a par with some of the best race bikes we’ve tested.

There’s a feeling of utter solidity to the bottom bracket area, and absolutely minimal losses in the drivetrain, which all adds up to a responsive ride whenever you feel the urge to get out of the saddle and try to set off an electronic 30mph warning sign.

We like it – a lot. When the flat roads fade and we enter the more testing section of our test loop, however, the fun keeps on building, with the Infinito’s relatively lightweight construction and overall stiffness providing one of the most exciting ascents we’ve had so far this year.

It urges you to stay in the big chain ring on shorter climbs, but is just as efficient when you’re climbing in the little ring, with your hands on the tops of the bars.

Up to the task

There’s no need to swap this cassette for anything closer-ratio if you’re tackling a big ride or two this summer – it’ll handle any incline.

The Potenza shift levers do reveal themselves to have a long throw, however, which irks ever so slightly if you’re used to the short-throw operation of Shimano shifters.

Handling Despite the bike’s fairly high head tube there’s 32mm of height to play with thanks to four carbon spacers on the steerer.

We were happy to leave them all below the stem on this occasion, revelling in the particularly planted way in which the Infinito takes long, sweeping corners, and even tighter, downhill turns that require a sizeable pull on the brakes before tipping in.

Those dual-pivot Potenza callipers are a very good advert for eschewing disc brakes, too. With fearsome outright stopping performance, not to mention very easily modulated power, for when a little finesse is required, they’re top performers in this package.

We’d happily smash out a 20km descent with full trust in them. The key contact points of the tyres are confidence-inspiring, too, offering good feel for the road and a comfortable ride throughout. And there’s that word again...

The fact that this bike enables you to unleash hell is only part of the story; the more impressive thing is that you can get yourself all giddy with noticeably less fatigue than a full-on racer might provoke.

It's a bike we'd have been happy to stay on till the sun went down. It cossets the beginner, and yet still allow more experienced sportivists to shine.

The Infinito CV flatters your riding, and what’s not to like about that?

Ratings

Frame: Uses magic (or something) to cancel out most bumps. 9/10
Components: Carefully crafted Campagnolo throughout. 8/10 
Wheels: Robust and reliable but lacking a little fair. 7/10 
The Ride: Truly a bit special. Comfort and thrills abound. 9/10

VERDICT

The Infinito CV is a well-equipped all-rounder that's fast, comfortable but above all else great fun to ride.

Geometry

Spec

Titanium is one of the most abundant metals on Earth and yet titanium bikes aren’t cheap.

This is down to the intensive extraction and refinement needed to turn it into the metal tubing, and the specialist skills then needed to to build those into a frame.

But for many riders the investment is worth it for the ‘magic carpet’ ride titanium promises.

You see, titanium’s incredibly strong, making it more resistant to fatigue than aluminium or steel, plus it doesn’t rust.

It’s also around half as dense as steel, and can be built into thinner, lighter tubes than aluminium ones. And it manages all this while maintaining similar stiffness levels to steel and a superbly comfortable ride.

And although not as light as carbon, even the priciest carbon frames struggle to match titanium for comfort.

That said, it’s a tough to work with, and some riders find that the lightest titanium frames are more flexy than comfortable.

To sort out the facts from the myths, and find out what titanium bikes are like to ride in the real world, we picked three high-end models from British companies and took them for a day out in the Peak District: the Enigma Echelon, Kinesis GF Ti Disc and the Vaaru MPA.

Having already looked at all three bikes individually (see below for links to the full reviews), it's time to compare them and see which of them comes out on top. Read on to find out...

Enigma Echelon £2,150 frameset (£4,199 as built)

Frame 10/10 • Components 9/10 • Wheels 9/10 • The ride 9/10

A brief glance at the Enigma Echelon tells you that this is a bike with a lot of traditional features. From the geometry to the straight tubing, the very smart external gear cable routing to the rim brake callipers and mechanical gears, it has the look of a classic road bike.

The Echelon is the newest addition to Enigma’s range and part of its Signature series, which means it is not only designed in Britain, but also cut, mitred and double-pass welded in Enigma’s own workshop in Hailsham, East Sussex...

READ THE FULL ENIGMA ECHELON REVIEW

Kinesis GF Ti Disc £1,999 frameset (£3,393 as built)

Frame 9/10 • Components 8/10 • Wheels 9/10 • The ride 9/10 

Kinesis has been making the GF Ti (Gran Fondo Ti) for many years and the GF Ti Disc is the latest version of a model that is widely – and rightly – seen as a classic, with the big difference of course being the inclusion of disc brakes.

The GF Ti is aimed towards riders who love big rides and are looking for versatility with mudguard mounts and rack mounts that could make their bike an all-rounder – suitable for the worst winter weather, some touring and even maybe as a super commuter...

READ THE FULL KINESIS GF TI DISC REVIEW

Vaaru MPA £2,199 frameset (£4,499 as built)

Frame 10/10 • Components 9/10 • Wheels 9/10 • The ride 9/10

The Vaaru MPA (which stands for Miles Per Annum) is the brand’s versatile frame that is designed for year-round riding and to be comfortable for the longest of rides.

With a full complement of mudguard rack mounts and racks mounts, including on the fork, it’s perfect for anyone wishing to do some touring.

Vaaru are relatively new and specialise in titanium frames, concentrating solely on the benefits that this particularly tough metal can bring...

READ THE VAARU MPA REVIEW

Overall winner: Enigma Echelon

Signiture British frame takes the narrowest of victories

After our time with these three superb bikes there is no doubt in our minds that titanium is every bit the wonder material it claims to be.

Each of the three bikes offers a ride quality that can’t quite be matched by any other frame material, with incredible comfort combined with unsurpassed feeling from the road, helping you know exactly what is going on beneath you.

The Kinesis has long been a favourite and at the heart the frame is fantastic and offers a huge amount of versatility.

A few of the key components were a little disappointing, but one of the benefits of buying a Kinesis is that you can spec it exactly to your requirements and with a little tweaking, this has the potential to be an even more exceptional bike.

Choosing a winner between these bikes was almost impossible and ultimately came down to rider style and requirements.

The Kinesis is a fine machine while the MPA has a fantastic component specification and unrivalled comfort. The Enigma, meanwhile, has a much more traditional frame style that makes it simply stunning to ride.

Hmm... if we were forced over a barrel at gunpoint to pick one, then we’d have to go for the Enigma – it’s a beautiful bike and one that it’s really hard not to lose your heart to.

Simplon may seem like a brand that has popped spontaneously out of the woodwork, but it is in fact a veteran of the cycling world. It began life in Austria back in 1930, but it was not until 1961 that it acquired the name Simplon and began trading in bespoke high-end bicycles. 

Despite being an Austrian brand, the name comes from the Simplon Pass in Switzerland. During the 1950s the quality of Swiss engineering was becoming increasingly respected, and Simplon founder Josef Hämmerle resented the belief that Austrian bikes were not as good. He named the bike after the Simplon Pass to indicate that the build quality was just as good as anything the Swiss could offer, and within a few years he was also selling bikes in Switzerland and Germany. 

While much has changed in the years since, Simplon remains in the Hämmerle family and is still focused on the premium market. The Pavo Granfondo Disc sits in the middle of its range, aimed at the sportive or endurance rider, but like all of Simplon’s other bikes it’s totally customisable. Essentially, while Simplon no longer makes bespoke frames, it makes custom bike builds – the brand’s main selling point.

Simplon allows a customer to choose their gearing, component sizes and wheel spec. The bars and stem are mostly Simplon’s own brand, and can be chosen in all variety of length and shape, while the wheels can be chosen from any in DT Swiss’s line (although more wheel brands are available with rim brake options). 

‘It’s like a car showroom,’ says UK sales director Kevin Burton. ‘You choose what you want and have it delivered to the retailer.’ The brand still insists that the order is made through a standard retailer, and that the bike is delivered there rather than adopting a straight-to-consumer model. ‘We’re not going online. We’re all about bricks and mortar,’ says Burton.

The frame is made in the Far East, but has been designed and developed in Austria. Simplon has collaborated with local engineering companies, shares a wind-tunnel with the Sauber F1 team (although this bike wasn’t developed in it) and it sponsors a Pro Continental team – Team Baby Dump. The title sponsor is a website for buying baby supplies, and it has helped the team garner a considerable reputation – it was voted the ‘worst named pro team’ last year.

Picking and choosing

At first glance the Pavo Granfondo has a slightly generic form – it seems as though it could be a stock model from a Far Eastern factory. On closer inspection, however, it becomes clear that the bike is well finished. The paint job is a mix of deep and light blue that really stands out on a sunny day. The skinny fork and seatstays make for an understated look, aided by the hidden seatpost clamp and subtle internal hydraulic cabling. It almost gets away with a traditional feel despite the addition of discs. 

My first impressions on the road were that the bike had a light and responsive feel. I had to look down on my first ride to confirm this was actually a deep-section endurance disc build rather than a feathery rim brake racer. It picked up speed well with any small input of power, and felt as though it was floating on top of the road rather than being dragged over the tarmac. That stiffness translated to accurate handling too, and I was happy to push the limits of the tyre traction into corners.

At a claimed 870g, the Pavo Granfondo is light for a disc frame. On top of that, the frame boasts a very well balanced ride quality. While I noticed a healthy amount of feedback, and a rigid response to pedalling efforts, it filtered out the worst road imperfections. 

The frame did struggle a bit to respond to the strongest of pedalling efforts. When heading towards the 1,000 watt mark in sprints, or pulling myself up extremely steep ramps, I noticed a certain amount of flex in the Simplon’s rear end that caused a momentary delay between putting down a big effort and receiving a response in terms of acceleration. It wasn’t there at lower speeds or noticeable at threshold effort, though, confirming that this is a bike best suited to riders who look for speed and comfort rather than to flat-out racers.

Money, money, money

The wheelset played a big part in the bike’s overall performance, and I attributed much of the ride quality to DT Swiss’s lightweight carbon rims and the Schwalbe Pro One tubeless tyres. The downside is that this spec adds almost £1,000 to the overall build price compared to the ‘standard’ wheelset, taking the total price into a realm where I felt the Simplon didn’t represent particularly good value for money. 

Even the entry-level option, with a Shimano Ultegra mechanical groupset and DT Swiss R24 alloy wheels, comes in at nearly £4,000. The carbon rims pump the price up to £4,850. For that money I might expect a WorldTour-tested bike with Dura-Ace. It suggests that either the Simplon frame is very highly priced, or that Simplon is charging close to full retail price for the components. 

I applaud Simplon’s adherence to trading through a retailer – there are definite benefits to the customer in terms of build quality and after-sales care, plus we need to protect our grassroots bike trade – but in these days of cut-price components on the internet, a brand has to offer something truly remarkable to command top-end prices, and I’m not convinced the Pavo Granfondo is quite at that level.

It’s a very capable all-rounder with a ride quality similar to the likes of the Canyon Ultimate CF SLX, but it doesn’t excel in any one area. For the pure climbers among us, however, a look at the Simplon website reveals a Pavo 3 Ultra bike with a frame weight of just 750g. Now maybe there’s a bike to get excited about.

The spec

Model: Simplon Pavo Granfondo Disc

Groupset: Shimano Ultegra 6800

Deviations: Shimano BR-RS805 hydraulic disc brakes, Shimano RT-99 160mm/140mm IceTech rotors, Shimano ST-R685 shifters

Wheels: DT Swiss RC 38 Spline C db

Finishing kit: Simplon Erg Carbon bars and stem, Simplon Pavo seatpost, Selle Italia SLR Flow saddle

Weight: 7.45kg

Price: £4,850

Contact: simplon.com

Tradition and etiquette are big in Japan. You give up your seat; you don’t interrupt; you make tea correctly; you use a side dish for soy sauce; you take off your shoes inside; you bow with precision.

In fact, the minutiae of what is and what isn’t proper on these isles could well be deeper than the Pacific Ocean in which they sit. But for Nagasawa-san (Mr Yoshiaki Nagasawa, that is – honorifics are paramount of course) it is perhaps his very defiance of tradition that has enabled his frames to dominate the fabled Japanese keirin circuit, and to command respect the world over. 

It’s from an inconspicuous workshop on a quiet suburban street on the fringes of Osaka that he practises his craft. All that distinguishes his humble workplace from the surrounding residential sprawl is an enlarged down tube sticker in his signature orange-and-blue colour scheme plastered in the doorway. And perhaps this lack of ostentation reflects the simple, understated elegance of steel; the material with which Nagasawa has always built his frames – and reputation. 

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Image 6 of 12

The sorcerer’s apprentice

‘The Tokyo Olympics in 1964 was what really sparked my interest in cycling,’ Nagasawa tells Cyclist. ‘That was the first time I saw actual racing, and it was the starting point of everything I have done since. After that I started racing, and at my first major event someone recommended that if I was interested to continue in cycling then I should join his university, and its cycling club.’

It was through a friend at the Nihon University cycling club that bicycle mechanics first captivated the young Nagasawa. ‘One of the seniors was a subscriber to the French racing magazine Cyclisme, and so I was able to read about the Tour de France, the Giro d’Italia, and about one mechanic who would prepare the bicycles for ten racers each night. It used to take me the whole night to prepare and assemble my bike for a race, so this was incomprehensible to me. But rather than just asking anyone how it could be done, I realised there and then I had to go and see for myself.’

After liaising with the Italian national team during the Olympics, the Japanese Federation arranged for two Japanese riders to embark on a spell of training and racing in Italy. ‘And when they asked me to go with them as a mechanic,’ he says, ‘I immediately agreed.’ 

The 22-year-old arrived in Rome in 1970 and wasted no time in casting his net beyond the realms of the Japanese clique. ‘The World Championships were in Leicester in England that year,’ says Nagasawa of the Mallory Park motor racing circuit edition.

‘I was there as a mechanic with the Japanese team, and I met Sante Pogliaghi (of Pogliaghi bicycles – now owned by Basso), who was the Italian mechanic. He invited me to work at his shop in Milan.’

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Image 5 of 12

An 18-month introduction to frame building and mechanics with Pogliaghi eventually led to a four-year apprenticeship with the legendary Ugo De Rosa, and it was under the wing of De Rosa that Nagasawa began to make his name.

‘Nagasawa came to me and said he wanted to learn,’ Ugo De Rosa, now 80, tells Cyclist. ‘I needed an employee and so I chose him. He was strong, and worked hard every day.’

One anecdote romantically suggests that De Rosa once asked his newfound apprentice to build a frame for Eddy Merckx, whose Molteni team famously rode De Rosa bikes. ‘How?’ Nagasawa supposedly asked. ‘Like an offering to the gods,’ came the reply. But fables aside, this was the period in which Nagasawa learned his trade, and in due course it was the strong Japanese work ethic that would earn him his break. 

‘I was at the track World Championships in 1975 with the Japanese amateur team,’ he recalls, ‘and one of the Japanese professional sprint team members fell and broke his bike. Our team was using frames made at De Rosa, and we had a spare, so I offered it. He got 3rd place – the first time a Japanese cyclist had made it onto the podium – and so when I returned to Japan in 1976 people knew my name. They said if I made frames, they would order them. So I started.’

The homecoming

‘By chance I knew some people very well in the keirin scene, so my initial idea was that I would make frames for professional keirin racers, and then somehow sell them. 

The Japanese keirin scene is famed for the exactness with which equipment must adhere to the rules. But this wasn’t a problem for Nagasawa. ‘I set up my new workshop after a local bicycle parts manufacturer, Sugino, cleared some space for me. Then I designed and built my first frame, presented it for accreditation in May, and received certification in July.’

Such is the significance of gambling in the sport in Japan that it shapes how tactics play out, how riders interact, how
the public spectates, and how equipment is regulated. In order for the bets to be fair, the competition must be pure mano-a-mano, and thus the bikes must be all but absolute in their uniformity. 

These days Araya, Bridgestone, Rensho, Nitto and Fuji are all commonplace brand names to be found adorning the polished steel and alloy surfaces of traditional keirin equipment. Whether it’s saddles, stems, rims or frames, everything must be rigorously tested before it receives the NJS stamp of approval (Nihon Jitensha Shinkōkai is the sport’s governing body), which on Nagasawa frames is found on the undercarriage of the bottom bracket shell. But despite all this uniformity, there is still room for excellence, and in the upper echelons of professional keirin racing nothing is more widely seen, or more highly revered, than a Nagasawa frame.

The roots of this superiority reach back to just his second year of business. With the Plaza Accord agreement of 1985 yet to take effect on the depreciative Yen, and the keirin racing format enjoying a post-war boom in Japan, a combination of rapid capital investment and ever-improving athleticism meant that Japanese track riders became household names.

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Image 12 of 12

‘In 1977 there were two Japanese riders in the final of the track sprint World Championships in Venezuela,’ Nagasawa says. ‘Both of them were riding a Nagasawa frame, but the rider who won gold was Koichi Nakano. That was the start of his wonderful reign.’

Koichi Nakano is seen as one of track racing’s greatest exports: a Japan Keirin School alumnus-turned-track rider whose 1977 world title was the first of a successive ten aboard Nagasawa frames. He was a figurehead during years of prosperity on the domestic keirin circuit, and his burgeoning celebrity status was not lost on his chief mechanic either.

‘The success at the World Championships made the name of Nagasawa,’ confirms the man himself. ‘It gave us a reputation that the frames we constructed are good enough to be used in international competitions. I received a constant stream of enquiries and orders after that.’

Bucking convention 

His orders are indeed almost exclusively for professional keirin riders; the bespoke nature of every build, and a team of just two (his son, Takashi, is being quietly mentored) mean that production is limited to just 150 bikes a year. But what is it that continues to entice this elite group of athletes, almost 30 years after the reign of Nakano, to come knocking on Nagasawa’s unassuming door?

‘In Japan, the tradition has always been that orders for frames are received with specific part sizes and dimensions already determined, with the bike built to that specific request,’ says Nagasawa, explaining how formalised the bike building process has become in Japan. But Nagasawa does things differently, and it’s his unconventional methods that make his bikes so renowned.

‘If a customer were to go to another bike builder,’ he says, ‘they would have to tell them the specifications of each part – angles, lengths; everything must be detailed. The customers who come to me just tell me their body measurements and say, “Make me a bike.” My goal is to make the bike specifically to the customer’s needs, but based on my own ideas.’

This method requires a degree of respect from his clientele and an appreciation for his lifetime of experience. They have to
trust that Nagasawa knows their needs better than they do themselves. 

‘By looking at the racer, I can make my recommendations for them, and design a bike to suit.’ Where his competitors follow precision and logic, Nagasawa follows his senses, his intuition. It’s something beyond the realms of tangibility – and not for the first time in cycling, it’s a strategy that has worked. 

‘There is much talk of the different tube materials; stiffer, thinner wall thickness, chromoly steel. It’s all going in the direction of reducing weight. But my way is in the opposite direction.’

And it’s this perpetual challenging of conventional wisdom that has epitomised his career, from introducing single-butted tubing, which has since become the go-to material in Japanese keirin, to the altering of recognised dimensions in search of more aggressive riding positions; or carefully manufacturing his own bottom bracket shells, customised lugs and dropouts – components that other builders will happily snatch from a production line. Another obscurity found in the Nagasawa workshop is his famous ‘upright’ frame-building jig, whereby he pieces tubes together using a homemade device that props the frame up vertically – as opposed to lying it flat on a surface to assemble as convention has always dictated. In the light of such unorthodoxy, the fact that Nagasawa only works at night needs no further comment. 

‘Nowadays there are so many different types of tube. Other frame builders are ordered to use this, to use that, and so feel obliged to buy and use them,’ says Nagasawa – a hint of grievance only just apparent. ‘We do not have many different types of tube, but I select and recommend the tube that will suit that customer. The tubes I use are the same ones I have used for 30 or 40 years,’ he explains of his material of choice – the No.1 and No.2 tubesets from Japanese steel giant Tange. For the minority of road frames in his workshop, however, Columbus SL tubing is used, in a fitting tribute to his Italian past. 

‘Now carbon is becoming more and more popular, there are many Japanese keirin riders who are using carbon road bikes [to train]. But I am also getting lots of customers who are going away from carbon, looking for a strong steel frame. It’s good to return to basics – at least that’s what I think anyway.’ 

Steel frames are indeed basic; their clean, round, practical tubes are pleasantly free from flamboyance, clinical in their precision and elegantly functional. That’s why they remain the standard in Japanese keirin racing, and could be seen as reflecting Japanese societal mannerisms at large. 

Indeed Nagasawa seems to tap into the very nature of steel. With the wise eye of an Italian craftsman and the curiosity of a lifelong apprentice – and working with a holistic approach – he creates his frames, which are considered by Ugo De Rosa
himself to be ‘classics’.

The aluminium Allez has been been a stalwart of Specialized’s road collection for several years, remaining relatively unchanged from its original incarnation as an entry-level, endurance-orientated frame. However, possessing the resources to continue in the research and development of aluminium alongside carbon fibre, Specialized has been able to radically change the way it’s Allez frame is produced.

The Specialized Allez DSW SL Sprint Expert uses SwartWeld technology - developed by Specialized’s creative specialist Chris d’Alusio - whereby instead of using mitred tubes that are TIG-welded together, the frame is constructed in hydroformed sections.

Case in point is the bottom bracket shell - two huge hydroformed clamshell pieces are brazed together, to which the down tube, seat tube, and chainstays are welded, creating a BB shell more reminiscent of carbon fibre tube-and-lug construction than aluminium.

This moves the tube welds away from the points of stress, which Specialized claims increases stiffness, and as the tube walls can then be made thinner around the joints, it makes for a lighter frame too.

Along with appropriate tweaks to the geometry and Specialized’s top-tier FACT carbon fork, this new manufacturing method has changed the Allez into an aggressive, race-orientated bike that is now less packhorse, more thoroughbred.

Regardless of performance, the SmartWeld technology certainly creates a striking looking machine.

Weld neatness is usually classed as a prized attribute on aluminium frames yet the Specialized Allez DSW SL Sprint Expert's joints are obvious and large.

However, rather than point towards manufacturing inadequacy the distinct welds seem an appropriate residual tribute to the radicality of SmartWeld - visible evidence warning the rider to expect something different to other aluminium frames.

Primarily this manifests in lateral stiffness. Specialized claims this frame is equal to the Tarmac SL4 in this area, and this race-machine rigidity is evident under hard accelerations - the Sprint moves forward with an urgency I’ve not encountered from any other aluminium frame.

The efficiency in acceleration tempts you to ride aggressively so Specialized have modified the the Sprint’s geometry compared to a regular Allez to account for this.

Stack is 20mm shorter, reach 3mm longer and wheelbase is 6mm shorter, while it’s headtube angle is 73.5°.

It makes the Sprint’s handling a lot more reactive and creates a riding position better suited to crit-racing than sportive riding, sharing far more similarities with the Specialized Tarmac and Venge designs.

The common ground extends to sharing a fork with the S-Works Tarmac and a seatpost with the S-Works Venge - indeed, the entire seat tube closely replicates the Venge’s aerodynamic design.

This is no mean feat in aluminium but Specialized had solid rationale behind the complex addition.

‘We’ve found that the seat post and upper seat tube shape (including the seat stay junction) are very critical areas for aero performance since airflow is typically accelerated between the legs of a rider,’ says Chris Yu, Specialized’s head of applied technologies.

‘As a result, the drag contribution of this area is actually magnified rather than diminished by the presence of a rider.’

The design’s effects on drag are impossible for me to quantify but anecdotally it wasn’t particularly noticeable when I would normally expect to feel the advantage of a feature claiming to reduce drag - for example, maintaining speed above 40kmh didn’t feel any easier than normal.

Adopting some of the Venge’s other features as well, like its narrow head tube for example (to minimise frontal aera), would make the benefit more noticeable but I understand the limitations of aluminium might restrict aerodynamic styling to just the seat tube for the time being.

In any case it is a huge step in the right direction to make aluminium bikes more aerodynamically efficient.

The shaped seat tube adds some weight though, so along with the mongrel groupset, basic finishing kit and set of workmanlike Axis Elite wheels (the Sprint’s most obvious cost-cutting inclusion), the bike tips the scales at 8.32kg.

It’s efficient frame means it doesn’t climb like a rock but a wheel upgrade is almost essential to bring the best out of the bike.

The Specialized Allez DSW SL Sprint Expert’s other adopted feature has more of a tangible effect on performance.

The top-tier FACT 11r carbon fork is very good - stiff enough to match the frame and it enables the bike to track well through corners, an area where the bike could be in danger of being too skittish.

Again, this makes the Sprint ideal for technical criteriums, yet beyond a racing application its case becomes slightly less compelling.

Most riders rarely buy a bike for only one type of riding and the trade off for stiffness and low cost is a singularity of purpose - the Sprint cannot combine this efficiency with comfort.

That would allow it to cope with a range of riding environments but the large tube diameters, aero seat post and stiff front end transmit a lot of road buzz which is noticeably fatiguing on longer rides.

This harshness could be mitigated to some extent by using larger volume tyres (going tubeless would help even more, but the Sprint’s stock wheels are not tubeless-ready) run at a lower pressure, but this would sap speed from the bike and seems counter-intuitive - why make the Sprint a jack of all trades when it is a master of one?

It is bold of Specialized to make a bike so specific in its ideal application, yet it is a move to be admired and proves aluminium has potential way beyond its current entry-level stereotype.

specialized.com

'We all remember from our childhood how we used to feel when our favourite toy got lost. It’s almost the same feeling when your best friend moves to another city...without writing a single letter or giving you their new address.'

These are the words of Italian bike manufacturer Basso, informing the press about the theft of a number of bikes from its factory, including the Diamante 40th Year Anniversary Edition bike, which it has called the 'number zero' - the irreplaceable model in its special series, and the personal bike of company founder Alcide Basso. 

'We had an unfortunate occasion and our factory store got robbed,' continues Basso. 'It’s certain the thieves were not aware of what they were stealing at the time. They used two different vans to steal a few bicycles - including our precious Basso Diamante 40th Year Anniversary Edition.'

'Now we are desperately searching for this very special bike and we obviously need people who can help us.'

Basso says that it has a 'significant amount' of reward money available to anyone who can provide useful information in the relocation of the Diamante 40th Year Anniversary Edition bike, and invites those that can help to contact them.

Visit bassobikes.com for contact information. 

Alongside the rows of hand-files and hacksaws that adorn the walls of Tom Donhou’s workshop hangs a picture of a legend. Yet, surprisingly for a man who has surrendered his life to all things bike, it’s not of Eddy Merckx, Fausto Coppi or Jacques Anquetil, but of 1970s Formula One ace James Hunt.

The playboy driver is sat on his car after a Grand Prix, smoking a fag, with a can of beer in one hand and a redhead in a gold jumpsuit next to him.

‘The picture was taken moments after he had won the 1977 United States Grand Prix,’ says Donhou. The girl on his arm was a now painfully anachronistic ‘Penthouse Pet’, and while the beer label is obscured, the cigarette is most certainly a Marlboro, the main sponsor of Hunt’s red and white McLaren.

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Image 4 of 6

‘For me that photograph kind of sums up Kibosh Racing, which is the team I now sponsor with this bike,’ Donhou adds. ‘It’s the same kind of deal; the boys are dedicated racers, but their tagline is “You ain’t pro bro!”, a message to themselves and sometimes others not to take bike racing too seriously.’

The cigarettes are (probably) out of the question for Kibosh – although lest we forget Merckx, Coppi and Anquetil were all known to enjoy a puff – but the Hunt ethos is reflected in not just the team but the bike’s livery. Look at the fork and you may have seen that logo somewhere before, possibly in red…

Building dreams

Tom Donhou might just be the envy of most cyclists. In 2009 he jacked in his job as a product designer, got in a ‘beat up old Skoda’ with a couple of mates and drove from London to the capital of Mongolia as part of a charity banger rally. At the end his friends flew home, but Donhou carried on, this time on an old Marin bike, east across the Gobi Desert with a vague notion of reaching Singapore. It was during this time that Donhou had something of an epiphany. 

‘I was a designer and bikes were my life,’ he says. ‘I was camped up by a roadside in north China, unable to sleep, just thinking. And then the penny dropped: I should be making my own bikes, and I could do it in the UK in steel.’

Seven years on and Donhou has won countless awards, and been featured in the London Design Museum. Yet, curiously for a man seemingly obsessed with speed – in 2013 he undertook a land-speed record on a custom built, 104-tooth chainring machine, reaching 129.4kmh behind his 1960s Ford Zephyr – the bike here is actually Donhou’s first foray into ‘thoroughbred race bikes’. 

‘My usual bikes are all-day bikes with a bit of give built into the frame,’ he says. ‘This is different – it’s built to be raced. The tubing is Columbus HSS – High Speed Steel – the kind of oversized tubes necessary to build stiffness into the frame but keep the weight down. The ovalised top tube is key for attaching the seatstays wider for a bigger bracing angle to give a stiffer rear end. The full build is under 8kg.’

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Image 6 of 6

Chipping in to help with the weight is Columbus’s new Futura fork, carbon Ritchey finishing kit and wheels and Shimano Dura-Ace 9000 groupset, whose polished silver and black aesthetic hangs off the bike like exposed engine parts on a race car.

‘I do all the paint myself. I wanted it to reflect those old F1 cars – that bold simplicity with the repeat logo. On the back of the seat tube is the team’s tagline, and on the inside of the chainstay is painted “Stay Lit”, a reminder to the guys to keep on the gas. But my favourite part of the whole bike is the Kibosh bit on the fork.’  

The overall effect is classic yet racy. The ride feel, says Donhou, is stiff and nimble. Yet it’s not the finished article that he’s enjoyed the most, but the process. ‘The guys came to my workshop to help build the bikes, which all adds to the fun of this project. The important thing for me, though, was to be able to support riders in this way. It’s not something independent framebuilders can normally do. That’s not just down to marketing budgets, but time. I’ve made five of these bikes and that’s meant 16-hour days for a few weeks now. It will be worth it to see them being raced, but hopefully they won’t go crashing them as I haven’t got the time to do anything about it!’

For now this bike is exclusive to the team, but Donhou reckons he can build a frameset like this for around £2,500. 

If you can wait, he lets slip that this racer might wind up in his Donhou Signature Steel range as a stock model. In the meantime, there’s racing to be done. 

donhoubicycles.com

Genesis’ Datum platform of bikes forms the raciest offering in the brand’s ever-increasing adventure stable, with the Datum 30 model sitting as the second option in a four-tier range.

The Datum is still presented as a road bike by Genesis, albeit an adaptable one, able to conquer both smooth rolling roads and a modest bit of the rough stuff too. The Datum is, in Genesis' words, ‘As UK-a-road bike’ as you’ll find.

Sounds good - ideal, even - but how does that translate on paper?

It's all in the detail. Contour lines on the Datum stem.

Below the 30 are the Shimano Tiagra-equipped Datum 10 and 105-equipped Datum 20, while above it is an Ultegra Di2-specced version, which leaves the Datum 30 with the logical bridge of a mechanical Ultegra groupset, assembled on the same carbon frame at the heart of each model.

Needless to say the bike has been given a 50/34 compact chainset and an 11-32 cassette, which should aid the rider in keeping on top of their gear in more ‘adventurous’ terrain.

There are other pointers that indicate the bike’s identity too. Shimano BR-RS805 hydraulic disc brakes have been employed, with 160mm (f) and 140mm (r) rotors, for a reliable stopping force, while the Fulcrum Racing DB sport wheels have been dressed with a portly 32mm Clement Strada USH tyre; a width more than suitable for gravel.

The handlebars adopt a slightly splayed profile too, which is distinctly un-aero, but gives a little more stability and better handling up front, as well as extra leverage when pedalling out of the saddle.

Splayed handlebars.

The frame itself is as you’d expect for an adventure-skewed road bike. With a deeply sloping top tube, lengthy chainstays, long wheelbase and tall head tube, the Datum has all the hallmarks of a relaxed frame. Long, hard - but comfortable - miles in the saddle are what this bike was made for - not tight criterium circuits.

That being said, certain frame details belie this bike’s identity as a road bike rather than a touring bike. The fact that it is carbon, for starters, is a sure sign that - while it can no doubt handle a knock - the Datum isn’t built for all-out comfort and robustness. The carbon will provide a natural kick and zest of life, as will the extra stiffness upfront that will come as a result of the tapered headtube.

With it’s lack of pannier mounts the frame will force the user to travel light with bikepacking bags at most, however extra bosses on the undercarriage of the downtube provide room for extra storage capabilities, be it in the form of a tool keg, water bottle, or else, while both the fork and rear triangle sport the mounts required for mudguards.

Extra mounts for extra storage.

The routing is entirely internal, and done very neatly too with precise entry and exit points around the headtube junction, rear stays, and fork. This keeps the bike looking clean, neat and fast - another indication about its character.

On the face of it, the Genesis Datum 30 should live up to the experience that its on-paper spec describes: A road bike, but with a very definite lean in the direction of adventure and comfort.

We’ve got the bike on a long-term test, and with a series of rides and events planned to test the bike to the full, we’re looking forward to reporting back with ongoing reviews as our experiences develop.