Much like the Queen, Colnago has two birthdays and this year the C60 is the present. The first has been celebrated every year since the birth of the man, Ernesto, in 1932; the second every year since the birth of the brand, in Cambiago, Italy, in 1954. And like all birthdays, the occasion is marked with gifts.

In 1989, 35 years after Colnago was founded, it was the C35, its first production carbon fibre frameset designed in conjunction with Ferrari.

In 1994 it was the C40, which claimed five Paris-Roubaix wins over the next seven years. In 2012 it was the turn of the C59 ‘Ottanta’ – or 80 in Italian – to celebrate Ernesto’s octogenarian year.

Now, in 2014, it’s the time of the C60, which, you’ve guessed it, coincides with Colnago’s 60th year in the bicycle business.

Of course eagle-eyed readers might well ask, ‘What of the C50?’ While it did replace the C40 it was actually officially released in 2003, so in the words of Colnago it 'lost a chronological sequence in the name.'

Buy the Colnago C60 frameset from Merlin Cycles

In fact 2014 was a bumper celebratory year for the Colnago stable, with the addition of the V1-r, its first bona fide aero-road bike once again made in conjunction with its old motoring pal Ferrari.

(In case you’re wondering at the significance of the moniker, we’re reliably informed that V1 was the name for the folder in Colnago’s filing system that contained plans for the bike. And ‘r’ stands for racing.)

But arguably it’s the C60 that’s been the most hotly anticipated of the new breed, and upon which Colnago now pins its flagship colours.

In the words of designer Davide Fumagalli, ‘The C40, C50 and C59 were all designed to give the pro teams the best possible frames, and the C60 maintains the very same target: to be the best road bike.’

No pressure then.

Carbon Master?

Except for forays into aluminium with bikes such as the Dream, and ‘monocoque’ bikes such as the C35, Colnago has built its flagship frames in the tube-lug mode, and there’s no let up with the C60.

As with its forebears, the C60 incorporates the company’s iconic crimped Master tubing. But unlike its C-series carbon predecessors, the ‘stellar ribs’ of the Master tubes extend the length of the top tube and down tube and part way up the seat tube (which must end in a round profile to accommodate the seatpost), meaning the lugs also get the crimped shape.

Colnago claims this adds stiffness beyond that of the C59 and, while it’s hard to contest this claim without saws and a degree in composite materials, I’m not going to argue with a man who has built bikes for Eddy Merckx.

And if stiffness-obsessed armchair engineers need more convincing, they need only examine the tube diameters.

Where the C59 was packing a down tube that peaked at around 44mm in width, the C60 pushes those limits to 66mm at the point where it joins the bottom bracket lug, and 51.5mm at the end of the seat tube compared to 34.9mm for the C59.

Bottom Bracket

‘The bottom bracket is probably the heart of this project,’ explains Fumagalli. ‘Making it bigger was essential to being able to use wider tubes, but that meant we’d have to sacrifice our beloved and problem-free threaded BB [since standard threaded BB shells are not wide enough to support the extra tube width].

'So we ended up inventing a new BB “standard”, our ThreadFit82.5.’

This leads to the objection that we don’t need yet another BB standard (currently there are eight), but Colnago insists it’s justified.

As the company sees it, the problem with current press-fit BB options is that their tolerance fit makes them susceptible to wear that can lead to anything from annoying creaks to outright frame-binning.

Replaceable cups are preferable, but up until now have meant external threaded items, which can’t provide structural support to tubes. By making its cups internal but threaded – in other words, replaceable – Colnago has achieved the BB shell width necessary to support the C60’s tubes while proofing the frame against longer-term failure.

Which, when the C60 frameset is a penny shy of £3.5k, makes it worthwhile.

Can’t get much better

These days it’s hard to find a bad bike, especially in this price bracket, which means it’s actually incredibly hard for manufacturers to make bikes that genuinely outstrip the opposition. Yet in the C60 that’s exactly what Colnago has achieved.

For a top-level race rig the C60 is incredibly comfortable yet also very stiff. Undoubtedly the 25c Continental tyres helped mellow the ride a little, even if there’s barely room for a Rizla between the tyre and the rear stays.

But regardless, the C60 has a tarmac-hugging, lively spring to it that I’ve rarely found in anything but the best steel racers, but without being in any way flexy.

As a result, handling is borderline sublime. The frame and fork function as if one entity, something particularly welcome through fast, tight corners.

Ultimately a bike is only as fast as its rider, but when that bike relays as much detailed feedback through the pedals, bars and saddle as the C60 does, and punches out the power this efficiently through the bottom bracket, that rider can ride incredibly fast indeed.

Yet this doesn’t mean the C60 is one of those machines that goads you into things you might not normally do. On the contrary, its handling characteristics are as if it’s asking you, ‘Do you want to go ahead with this?’, only with the caveat of ‘because we definitely can’.

At a claimed 1,050g for the frame in size 50s (and 7.1kg for this built up size 56cm), its competitors might consider the C60 portly, but I was hard pushed to notice, even during climbs.

No, strike that, particularly during climbs. The initial out-the-saddle stomp doesn’t elicit quite the same reaction as on a lighter bike (the Focus Izalco Max springs to mind), but once the first few pedal strokes are done with the C60 settles easily into a comfortable, perfectly timed rhythm.

Searching in vain

If there’s any criticism to level at the C60, I’ve yet to find it. That’s not to say it’s perfect: a bit of extra room to prevent the build-up of gunk between the brakes and the tyres when running 25c wouldn’t go amiss, and being a few quid cheaper wouldn’t hurt either.

But it’s a Colnago, handmade and hand-painted in Italy and with that most prestigious of logos, so really, what did you expect?

I’ve been mulling this over and have been afraid to say it for fear of going down the same route as our Trek Émonda review – but the C60 is up there with my all-time favourite bikes, alongside my first road bike (I still love you Eddy), the Swift Ultravox and the Storck Aernario Disc (the C60 will be offered as a disc version in the coming months).

I’d wager other bikes will one day top it, but for now the C60 stands as the ultimate rider’s ride, day in, day out, fast or slow, quick trips or long hauls. It simply is the only bike you’ll ever need to own. Until Ernesto has another birthday.

2016 Update

Little has changed for the Colnago C60 for 2016 other than some new paint schemes and some special edition models. The TriColore is a limited edition model featuring an Italian flag on the seat tube and brake levers along with some rather lairy colours on the lugs. 

Although we think that the looker of the bunch is the regular edition in the 'Italia 2016' paintjob.

Geometry

Spec

Buy the Cannondale CAAD12 105 from Tredz here

While most manufacturers have moved their mid and high-end bikes to carbon, Cannondale is one of the few firms that has continued to develop and improve alloy frames with the CAAD (Cannondale Advanced Aluminium Design) range of bikes.

The latest model, the CAAD12, offers a frame shape that’s hard to believe is made from aluminium, with neat and subtle hydroforming at the joins, improving strength and stiffness and keeping the weight to a minimum.

Initial reactions when riding are positive, with lightning reactions and very little in the way of flex or sluggishness when sprinting.

Comfort is also good, and although it can’t match endurance machines for all-round balance or ultimate rear comfort, for a traditional road bike it certainly isn’t uncomfortable and despite the alloy frame - which can sometimes be harsh - the CAAD 12 is on a par with many carbon frames.

Comfy roads

Tyre clearance is reasonable, with space for 28mm tyres, but perhaps the quickest way of improving contact point comfort would be to change the thin bar tape for a slightly more cushioned option.

The components used are good for the price, with mostly Shimano 105 matched to Cannondale’s own Si chainset and FSA chainrings, which can’t quite match Shimano’s shifting performance but win on weight.

The Mavic Aksium wheels are solid, reliable performers and although they are quite narrow compared to modern wheels, with many following the trend of increased width for decreased rolling resistance, Aksiums have proven themselves as an extremely reliable training wheel over the years.

While the CAAD12 frame can’t match the very lightest carbon frames for weight, it is still an impressive 1,100g claimed frame weight and at a very competitive price point. Overall bike weight is good with potential to upgrade components and drop further weight quite easily.

What really shines through with the CAAD12 is the geometry and ride appeal with fantastic handling at all times and especially on smooth, fast downhills where the ability to tackle technical sections with lots of sharp bends really shines through.

Rating - 4.2/5

Spec

The Roubaix has been part of the Specialized line up for many years, winning the event from which it takes its name no fewer than five times (2008-10, 2012, 2014).

But for 2017 it’s undergone a dramatic and fundamental design change. That change is the new ‘Future Shock’, a spring-based unit that allows 20mm of suspension at the front and is positioned just below the stem.

While the Future Shock will be what most people want to know about, the remainder of the bike has a great component specification.

The choice of the Hover handlebars, which have 15mm rise, won’t suit those who prefer a low position, but the Roubaix isn’t aimed at racers.

The DT wheels are a good match with the wide rims giving the 26mm Turbo tyres a nice, rounded shape.

A full Shimano Ultegra groupset is faultless and cable routing is neat and well thought out.

Storage box

The SWAT box, visible behind the front derailleur, is a storage box that will fit a tube and the majority of the tools you’re likely to need on a ride. Although it’s removable, it is neat and well designed.

From the first ride, the Future Shock is immediately noticeable. The smoothness and lack of friction is impressive, making it very responsive over smaller bumps.

Out of the saddle, for sprints or climbs, the suspension does react, but it doesn’t have a noticeable effect and certainly no detectable ‘bobbing’ while riding.

All Roubaix models come with three spring options. We went for the Medium for the majority of the test but also tried the Firm.

The softest spring may feel too soft for all but the lightest riders and while the choice of three should suit almost everyone, an even harder spring would be welcome.

Set-up is simple enough, but it’s a different process to the normal stem/steerer tube set-up, so you really need to read through the instructions.

The inclusion of two different height headset caps and the option of spacers mean the riding position can be made high, great if you’re after comfort.

It doesn’t take long after the first ride to completely forget that the Future Shock is there, but the difference in comfort is fantastic.

Rating - 4.7/5

Spec

Buy the Genesis Croix de Fer 30 from Tredz here

The Croix de Fer is well established within Brit brand Genesis’s steel bike line-up.

Always eminently practical, the marque has long produced a range of Swiss Army knife-style bikes that are known for being adaptable and durable.

Pitched somewhere between a fast tourer and mud-plugging cyclocross rig, the Croix has also always proved popular with commuters.

As a bike that pre-empted a now expanding segment it’s sat in the Genesis range for many years. But the big question is, has it improved with age? 

The frame

Good quality Reynolds 725 steel tubing with traditional round profiles lend the Croix de Fer a clean and unfussy appearance.

However, the low slung chassis, featuring a stubby seat tube and longish top tube are modern, providing plenty of space to move about and make handling when loaded down with luggage an unharassed affair.

As you’d expect from a dedicated touring rig there are mounts for pinning on just about any extras you might imagine.

The available clearance means mudguards fit easily and while it’s not quite as generous as on some models it’s still possible to boost the volume of the tyres up to around 40c for serious off-road missions.

Both the frame and its matching steel fork do a stellar job of creating a sense of stability.

Groupset

Complete 105 hydraulic 11-speed with no deviations, except for the KMC brand chain, scores nearly full marks.

We’re taking one off because of the slightly more basic rotors and brake pads compared to what’s bolted to the rival Specialized Sequoia Elite and Fairlight Faran.

A standard road-going compact 50/34t chainset paired to a wide 11-32 cassette provides the ratios.

The result is a range of gears that are near-perfect on-road but with an easier enough low gear as to allow you to stay onboard for all but the most brutal off-road climbs.

Our one grumble is that – as with all the Shimano-equipped bikes on test – the mechanically excellent levers aren’t the prettiest additions to the bike. 

Finishing kit

Genesis takes care of the entire finishing kit. We’re particularly taken with the neutrally shaped and densely, but not overly, padded saddle.

It sits atop a twin-bolt seatpost for enhanced security and easy adjustment.

The flared bars feature easily reachable and generously proportioned drops. These help the rider achieve a wide stance for muscling the bike around and make covering the brakes for long periods comfortable, managing enough flex to stop your hands getting too numb.

Wheels

Clement’s X’Plor USH 35c tyres are both trendy and functional – great for everything from commuting to adventure touring.

They’re not much cop in the mud though, so you’ll want to swap them if you fancy having a go at cyclocross-style riding. The rims are decent quality and while no one buys a bike on the strength of the quick-releases, Shimano’s are among the best. 

The ride

It’s evident that the Genesis isn’t the lightest of bikes, but neither is it grossly overweight.

From prior experience we know the complete 105 groupset isn’t likely to throw up any surprises and its presence helps us instantly feel at home.

In fact, all the parts on the Genesis suggest a workmanlike nature, and it’s always pleasing to see a Reynolds sticker on a steel bike, especially when it denotes their 725 tubeset.

The Genesis is the epitome of practicality, but also a little boring. Its handling is slow but reassuring, while its sizeable wheelbase keeps it planted even when laden.

The front end isn’t particularly high, as on some touring bikes, meaning the rider will find themselves in an efficient position to put down some power if they see fit, although simultaneously it won’t punish users with middling flexibility.

The frame is neither too spry nor unforgivingly harsh. Ride it unloaded and it rolls along in an unhurried manner, while the quality of the components suggest it’ll do so almost indefinitely. It’s an easy bike to forget about.

The gearing will be familiar to anyone used to riding a modern road bike; the presence of a 32t sprocket provides a get-out clause for really brutal climbs but still leaves the range a bit tall for hauling your touring gear over real mountains. 

Not particularly light but not outrageously heavy, the Genesis’ weight is evenly distributed between frame and fork, wheels and tyres.

Consequently, it takes a little while to wind up to speed. Thankfully, a lack of movement across the frame means thrashing the pedals provides a direct response although there’s still a fair amount of bike to get moving.

Once there, though, it fairly tanks along, thanks in part to the large but slick-centered 35c Clement X’plor tyres. With a bit of pressure let out they team up well with the natural give in the steel frame to give an unruffled ride.

Having ridden the bike with narrower tyres, we can attest that swapping them in will help improve speed on-road, although obviously at the expense of capability on the trails you might be inclined to explore on this bike.

RATINGS

Frame: Unfussy steel frame with space for you to move. 8/10 
Components: Quality 11-speeder, great for both on- and off-road. 9/10 
Wheels: Really versatile except for riding in the mud. 7/10 
The ride: Rolls along unhurriedly but can get up some steam. 8/10 

Verdict: Once the Croix de Fer gets moving, it tanks along and feels like it could go on forever.  

Geometry

Spec

Buy the Specialized S-Works Tarmac SL6 from Tredz here

The Specialized Tarmac isn’t just a model of bike – it’s a dynasty. The line began in 2003, and since then the various iterations of the Tarmac have claimed victories at every Grand Tour, multiple World Championships and Olympic Road Races, and even a handful of the cobbled Classics.

While on the surface the new Tarmac may look similar to its predecessor, with a near identical geometry for a 56cm frame, every single tube has changed in shape.

Perhaps most notably, the seatstays have dropped in height and are now reminiscent of the back end of the Venge ViAS.

The seat tube also uses a more aerodynamic D-shaped cross-section along with a cut-out for the rear wheel, which Specialized claims has contributed to a considerable reduction in drag.

The result is that Specialized’s ‘Win Tunnel’ (see what they’ve done there?) data shows this new Tarmac to be equal with the previous generation of Specialized Venge in aerodynamic terms.

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Image 3 of 22

‘Our tests show the new Tarmac saves 45 seconds over 40km compared to the current generation of Trek Émonda or Cannondale SuperSix,’ says Chris Yu, Specialized’s director of integrated technologies. Of course, we’ve only got his word for that.

One-stop solution

The gains in aerodynamics reflect a wider desire to make the bike more versatile for Grand Tour pros – a one-stop solution to racing.

‘The dynamics of pro racing have changed over the years,’ explains Yu. ‘Every 10km the decision on which of our previous bikes was most suitable would switch.

‘So that’s why we have taken the decision to make a bike that is appropriate across all different types of stages and terrain.’

With a weight of 733g in a size 56, the Tarmac could claim to be one of the lightest-ever aerodynamically orientated frames (30g lighter than Pinarello’s F10 X-Light in a size 53).

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Image 4 of 22

The revised model is about more than just the frame, though. Every component is a Specialized product, save for the drivetrain and brakes.

In that sense it’s important to consider the way in which the Tarmac has been adapted to its componentry – and specifically the tyres.

The S-Works Tarmac comes specced with a 26mm Turbo Cotton tyre that measures 29mm in profile when coupled with the Roval CLX 50 wheels (the bike is capable of fitting up to 31mm tyres).

This is a shift not only in design but in the identity of the bike, opening up more varied types of terrain, be it cobbled Classics, gravel tracks or smooth roads.

I used the S-Works Tarmac on all these surfaces, and it never failed to impress. 

On the Tarmac

I rode the previous generation of the Tarmac, the SL5, a great deal, and came to consider it a benchmark by which to judge other endurance racers – specifically when it came to handling.

As such, seeing it so drastically changed, and hearing that the handling had been altered, left me a little apprehensive.

At first the new Tarmac felt very different. The wider tyres, more rigid design and more aerodynamic curves made it faster, racier and a little less compliant than I expected.

Over time, though, it became clear that the SL6 was an improvement over its predecessor.

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Image 5 of 22

Aerodynamics are tough to quantify without a wind-tunnel, but the Tarmac definitely held speed well at around 40kmh, and felt more akin to a fully aero road bike in pure speed terms.

However it was the rigidity of the new frame that struck me the most on my initial ride.

I just wanted to repeatedly stamp on the pedals and sprint all-out (just look at Sagan’s finish line sprint at the Worlds to see how well it copes under thousands of watts).

Pulling away from traffic lights I occasionally found the front wheel lifting off the ground, so eager was I to eke out every watt I could.

Well tuned

That stiffness seemed well tuned from front to rear, and I was a little shocked by how rigid the bottom bracket was. Under pressure it seemed not to flex at all, but to transfer power directly to the road.

That stiffness coupled nicely with finely tuned geometry to create supremely precise cornering and ample stability on descents.

Indeed, handling was a big target for Specialized with the new Tarmac, and the manufacturer worked closely with its WorldTour teams to target sharper handling and better feedback from the road.

The consequence was a revised approach to scaling geometry to sizing, and doubling the number of plies in the carbon to tune the behaviour of the material itself.

Specialized, unsurprisingly, claims team members have all reported an improvement in handling. For my part, I was startled by how palpable that change was.

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Image 7 of 22

To put it in the clearest way I can, the Tarmac made me feel as though I could make any corner at any speed.

That stability and confidence equally lent itself to riding on gravel or chalk roads, and I found myself confidently sprinting off-road on terrain I wouldn’t usually dare to take a road bike onto.

Much of the credit has to go to the wide Turbo Cotton tyres. They feel and perform fantastically, but the caveat is that they’re best preserved for dry summer days, a point brought home to me by five punctures on wet roads.

Specialized pricing

If there is one complaint, it’s with the pricetag. At £3,250 for the frame, to reach the RRP of £9,000 leaves £5,750 to cover the Roval wheelset, Shimano groupset and own-brand finishing kit.

By my calculations, buying the fully built bike doesn’t offer much discount from getting the components separately at full retail price.

In that financial sense, Specialized’s 2018 Tarmac Pro is a much more appealing bike. With Roval’s slightly-lower spec CL 50, Ultegra Di2 and a slightly lower grade of carbon, it comes in at £5,400.

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Image 8 of 22

I’m sure there’s a slight performance cost, but it will likely be hard to discern.

That’s where my criticism of the S-Works Tarmac ends. There are no elements of the design or spec I could imagine wanting to tweak. Like a budding juvenile infatuation, I wanted to spend absolutely all my time with the Tarmac.

My rides were longer, faster and my riding companions inexplicably slower when I was aboard the Tarmac.

Buy the Specialized S-Works Tarmac SL6 bike from Tredz here

Spec

Specialized S-Works Tarmac SL6: Launch and first ride review

30 June 2017

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Image 19 of 22

By a measure of total individual wins, the Specialized Tarmac is the most successful of all the bikes atop the world sporting stage. With the brand new SL6, Specialized claim the triple crown of slicing weight, increasing stiffness and dramatically reducing aerodynamic drag.

Through its various iterations the Tarmac has won numerous World Championships, the Olympic Road Race and all three Grand Tours.

Its previous SL5 edition alone took over 200 victories at World Tour level since its release in 2014, being the choice of dozens of Specialized’s top sponsored riders. This redesign, then, grabbles with heavy expectation.

Aerodynamics

While on the surface the Tarmac may look similar, with a near identical geometry for a 56cm frame. It has avoided the highly integrated componentry of Specialized’s Venge VIAS or the comfort focussed FutureShock technology of the Roubaix. Getting up close to the bike, some serious changes were evident.

Aerodynamics is probably the most drastic switch. Having not been targeted before in the Tarmac class, Specialized's Win Tunnel data shows this new Tarmac to be equal with the previous generation of Specialized Venge in terms of aero gains.

‘Our tests show that the new Tarmac saves 45 seconds over 40km compared to the current generation of Trek Emonda or Cannondale SuperSix,’ says Chris Yu, Specialized’s Director of Integrated Technologies.

Tube shapes

Most of those gains have come from a redesign of the fork, the seattube and the seaststays. The most visible change is the dropping of the seatstays, which coupled with a direct mount braking setup has neatened up the rear end.

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Image 12 of 22

The revisions of the tube profiles are where the biggest gains have been made.

Where the Tarmac has historically used a standard 27.2mm seatpost, Specialized has now equipped the SL6 with an aerodynamically designed seatpost and seattube with a D-shaped cross section. Specialized claims the new rear end tube shapes increase the overall compliance of the rear end.

A surprising modification is that overall all the tubes are now smaller in diameter than with the previous frame. Specialized claim the tubes to be stiffer and more efficient, arguing that the ‘days of “oversized is stiff” are gone’. The benefit, then, is threefold – reducing weight while increasing stiffness and compliance.

Part of this all around improvement is owing to an increase in the number of overall carbon plies being used – going from 350 pieces in the SL5 edition to 500 pieces in this edition.

Other small touches shouldn’t go unnoticed, such as an increase in the stiffness of the derailleur hanger. While often overlooked the performance of the hanger will significantly influence the performance of the shifting by aligning the mech in the right position.

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Image 6 of 22

Versatility and handling

Specialized have stressed that versatility is the most prominent demand of the new Tarmac SL6 targeting the varied demands of the modern Grand Tour stages. 

‘The dynamics of racing have changed over the years, so a professional racer's needs have changed,’ explains Yu. ‘Every 10 km the decision on which of our previous bikes was most suitable would switch. So that’s why we have taken the decision to make a bike that is appropriate across all different types of stages.’

Handling is of course a prominent element of this, and Specialized claim a considerable gain over what was already considered a benchmark with the SL5. Sponsored rider Peter Sagan described the difference as palpable, ‘It felt like a different bicycle, because it is much stiffer, much better handling… the reaction of bicycle is much better.’ 

Specialized argues that the smoothness of the ride afforded by these new tube shapes and layup contribute to this improved handling, as well as the newly designed fork.

Sizing specific

The fork has also been adapted to suit separate sizing, with three options of fork length: V1 for sizes 44cm, 49cm and 52cm, V2 for 54cm and 56cm and V3 for sizes 58 and 61cm. The forks become wider and deeper as they match larger frames to compliment the different handling of those larger geometry frames.

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Image 14 of 22

With the acquisition of the Retul fitting program, Specialized has undertaken what it calls a 'Rider First Engineered' approach. Capitalising on fit data to hone geometry across the sizing. As is common in the last few years, stack and reach ratios graduates in proportion as the sizing scales up from the smallest to largest frames.

The Tarmac has been designed with as a unisex platform, with women’s geometry and broader specification needs considered as much as men’s. Consequently the Amira has been scrapped in this year’s range. Impressively, the Women’s Tarmac begins at a size 44cm, though.

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Image 3 of 22

Of course one of the most significant updates is compatibility with wider tyres. Surprisingly the S-Works Tarmac will be specced with a 26mm Turbo Cotton tyre – measuring 29mm in profile when coupled with the equipped Roval wheels. The bike is capable of fitting up to 31mm tyres – opening up mild off-road terrains.

Typically, the S-Works edition has been coupled with Roval CLX 50 wheels along and Specialized saddle, stem and bars. The stem, interestingly, is an alloy composition. Specialized argue this presents a lighter and stiffer option than carbon. 

That overall package comes in impressively light, with the S-Works Ultralight UL limited edition frame coming in at 5.9kgs using lighter eecycleworks brakes and a shallower section Roval wheelset.

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Image 4 of 22

Price starts off at £3,500 with the Specialized Tarmac Expert. Below that the previoys generation SL5 will still be available throughout 2017 in a more affordable spec.

The previous generation SL5 frame offered diverse paint schemes and Specialized has unveiled a variety of special edition paint schemes.

The S-Works UL edition Tarmac is priced at £9,500 and the standard S-Works Tarmac at £9,000, with availability expected for July. See our next page for a full first ride review of the S-Works Tarmac.

First Ride Review: S-Works Tarmac SL6

The S-Works Tarmac has all the DNA of its predecessor but with a little extra punch and a little more smoothness

The previous S-Works Tarmac impressed several of the Cyclist team, being distinct in its all-round appeal and specifically its handling ability. On first impressions, this new edition has retained that appeal but honed a little of the top end performance, albeit with some concessions.

We rode the S-Works Tarmac in the hills of New Jersey, taking in middling climbs and some varied gravel-like terrain. I was impressed first and foremost by the specifiction of wider tyres, which carried none of the sluggishness or weight that can be a penalty of going wider.

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Image 2 of 22

The 26mm Turbo Cotton tyres rolled well but capably absorbed the imperfections of the road. So too did it offer ample stability and control on a gravel track that I would not normally take on with an endurance racer of this calibre. This would be a tempting option for a classic cobbled sportive.

The Turbo Cotton tyres also add something substantial to aesthetic, sitting right on trend with the peloton’s proclivity for cotton wall tyres. Broadly, though, I found the dropped seat stays a little less fetching than the Tarmac SL5’s lines, but was open to becoming accustomed to them.

Spending three rides with the bike, it was the overall speed that was most discernible from the previous iteration.

Holding Speed

While aerodynamic gains are extremely difficult to accurately measure on the bike, there is undoubtedly a palpable increase in speed with the SL6 over the SL5 generation Tarmac.

Specifically, it holds speed in a way that I was well accustomed to with the original Specialized Venge. Up above 40kmh on a flat road, the Tarmac just sits comfortably without too much input of power to maintain that speed. 

The SL5, by contrast, was spritely when changing speed but didn’t quite rumble along with the same sense of purpose on the flat.

Handling

In truth, despite Specialized’s claims I would be hard pressed to say the Tarmac SL6 handles better than the SL5. That’s largely owing to the quality of the SL5 when it came to sharp descending. It was a benchmark that I measured other frames by.

However, there’s no doubt that the S-Works Tarmac handles every bit as well as its predecessor, and I topped 80kmh on one of my initial test rides on a relatively technical descent. If I were pushing corners at the level of Sagan, I may have seen a gain with this frame over the previous Tarmac, but I suspect it exceeds my ability.

Comfort

Increased comfort is a big selling point with the new Tarmac, and there’s no doubting this is a comfortable endurance racer that will be well equipped for a long day in the saddle.

Some of that, however, has to be credited to the wider tyre spec. As any rubber enthusiast will know, 2mm on the tyres potentially changes more than the best carbon engineering. 

The rear end with its new aero seatpost is certainly more robust than the Tarmac’s front end, and it’s easier to perceive pangs from the road on the saddle than on the bars. That’s a big bonus for handling, where the front end is rarely unsettled.

All-rounder

The Tarmac will most likely suit even the highest of demands of a specialist rider in any road discipline – whether it’s flat-section Strava junkies, sprinters or climbing aficionados. With its 733g frame weight, this is an airy ascender.

The rigidity of the frame is the other ingredient to capable climbing, and also pays dividends when it comes to high-end power transfer. I leapt on the pedals at 1,000 watts and felt no discernible flex.

With an endurance specialist like the Tarmac, there’s no doubt that a long time may be necessary to decide whether it’s an ideal long-term partner. Look out for an in-depth review in the coming months.

Rating - 5/5

Buy the Giant Propel Advanced 2 from Rutland Cycling

The Giant Propel Advanced 2 works to reduce drag and minimise the energy needed to ride and sprint at full speed, especially when it's windy.

The bike is one of the lightest of its kind on the market, with a concentration on sharp handling coupled with the proven aero performance.

However, some people might still be unsure about which Giant road bike would suit them.

David Ward, Product & Training Manager at Giant UK, explains the difference between popular models the Propel and the Defy.

'The Giant Propel is race geometry like the top end TCR, which Tom Dumoulin rode to victory at the Giro d'Italia.

'The Defy has endurance geometry, so longer in the chainstay and headtube and taller in the headtube,' he added.

As we've touched upon, the Giant Propel has been made to cheat the wind and Ward adds, 'the Propel is all about aero.'

This Giant Propel Advanced 2 comes with the latest version of the Shimano 105 groupset, the third-tier offering that has benefited from years of trickle down from the top end of Shimano's component hierarchy.

At this price, the Propel would make a great first race bike that would also be suited to sportives and faster weekend rides.

As always, the wheels might be the first place to look for an upgrade and a more aerodynamic set of rims would better suit the frame.

The Giant Propel Advanced 2 and other bikes worth over £999 are avaiable with 0% finance over 24 months: see Giant for more details.

Click through to page two for our full review of the Giant Propel Advanced Pro 2 review

Giant Propel Advanced Pro 2 review

The Giant Propel Advanced 2 is a race worthy bike with an aero frame that ticks all the boxes but it's held back slightly by the groupset

Review by: Josh Cunningham

Price as reviewed: £2,600

Giant is recognised as the world’s biggest bike manufacturer, with a stable that houses every type of bike imaginable. Its upper echelon bikes are used by the Giant-Shimano men’s road team and both of the Liv-Shimano and Rabobank-Liv women’s road teams, as well as pro cyclocross and MTB squads. But the crème de la crème of frame engineering is the Propel, including the mid-range Advanced Pro 2.

Frame

In terms of pure speed, the Propel will happily allow the rider to sit down, tuck in and channel every muscular sinew into straight-line forward motion; the frame encourages it, even. The sculpted tube profiles are awash with kamm-tail shapes, and with the slightly dropped down tube and cut out in seat tube (designed to slicken airflow), it certainly looks aero. But the Computational Fluid Dynamics and wind tunnel testing that the Propel has undergone would suggest that Giant has scientific proof of it being so, too. Apart from an integrated seatpost, the frame boasts the same geometry and tube profiles of Marcel Kittel’s range-topping Propel Advanced SL. The Advanced Pro 2 handles well when out of the saddle and making snappy directional changes, partly thanks to the OverDrive 2 steering system at the front end, which employs oversized bearings and a tapered steerer tube for increased stiffness. The RideSense wireless speed and cadence data transmitter (ANT+) integrated into the chainstay is a thoughtful touch.

Components

Whilst a frame can be aerodynamic, the energy saved can be all to easily lost in the way the turbulent air reacts with the rest of the components. Giant is clued-up enough to know this, and the Propel Advanced Pro 2 is fitted with aerodynamic brake callipers both front and rear. The Giant branded TRP Speed Control SL braking system uses a calliper mounted to the back of the fork to keep the unrefined shape out of the wind. The braking performance is good and, with open access, the callipers are relatively easy to adjust. The Shimano 105 groupset is much the same as Ultegra and Dura-Ace but for different material choices and a slightly clunkier performance. At this price, it’s a fitting accompaniment as is the Fizik Arione saddle.

Wheels

The P-SLR 1 Aero Wheel system provides another example of Giant standing apart from the competition as the Propel comes with deep section wheels out of the box. Much like Mavic’s Cosmic Carbone, or Shimano’s RS81 C50, they’re a hybrid made up from an alloy rim with a carbon composite fairing so in many ways they make for one of the most versatile wheel options out there. The P-SLR 1s are aerodynamic while remaining relatively light and the alloy rim also means that braking performance isn’t compromised.

Most influential in the aerodynamic performance of a pair of wheels is the rim and the current trend is for a deep, wide iteration with a fairly rounded-box cross-section. The principal objective is to guide air past the object with as little turbulence as possible, which means working in conjunction with whatever is breaking the wind (in this case the tyre), and dealing with the consequences of its disruption. Stiff carbon rims reduce the need for a high number of spokes, and their wide, deep, and rounded profile forces airflow out, and past, the entire wheel, before drawing it back smoothly at the rear. Rather than eddy through between spokes, hubs and the like.

The ride

The Advanced Pro 2 is undeniably a race bike. It goes fast in a straight line, fast through corners and fast in a gallop, thanks to Giant putting effort in across the board. At £2,600, Giant could have been forgiven for oversight in certain details, or putting all its eggs in one basket (the frame). Whilst there are some compromises (the bike is equipped with Shimano’s third-tier groupset after all), the aero braking system and aero wheelset go a long way towards making up the difference. Granted, it may not have the delicacy of a top-end race bike in its ride feel but, for a speed machine at a reasonable price, there’s a lot to be said for this offering. 

Frame 

Very aero with a cutout seat tube and a dropped down tube - 9/10

Components

An appropriate selection for the price, great saddle - 8/10

Wheels

Excellent lightweight alloy rims with aero carbon fairing - 9/10

The ride

Fast and sporty, it wears its racing credentials on its sleeve - 8/10

Overall

The Advanced Pro 2 may not have the delicacy of a top-end race bike, but for a speed machine at a reasonable price, there's a lot to be said in its favour.

Rating - 4.1/5

Buy the Giant Propel Advanced 2 from Rutland Cycling here

Geometry

Spec

This feature was produced in association with NFU Mutual

‘I do have mad months where I spend more than I should,’ says Mark Allen. ‘It’s all for my little boy really, my collection is an investment for him.

‘But I love it too, I love tracking the bikes down, restoring them and polishing them up. Beats putting money in the bank.’

Allen is one of those people who ‘has always been into bikes’. He raced mountain and road bikes to a high national level in his youth, which goes some way to explaining his vast collection of both classic mountain bikes and road bikes, with a particular emphasis on time-trial, his preferred road discipline.

‘I reckon I’ve got 85, 86 bikes at the moment. When I used to race we were given bikes by the teams. There were all these cool bikes I really wanted to ride but at the time I could only really ride the sponsors’ bikes.

‘My collection reflects that, although I’m getting into more of the elusive, rare stuff now.’

One of a kind

Indeed, within Allen’s collection are several one-of-a-kind bikes and frames, which he says are hard to put a price on because ‘these bikes are the only ones… nobody has bought one any time recently so I can’t say what the market value is’.

Insuring such an extensive and rare collection is far from straightforward, but NFU Mutual is happy to oblige, and will insure new, modern and vintage bikes, as well as components and memorabilia on a case-by-case basis.

Crucially, NFU Mutual will cover your possessions wherever they’re stored, even if it’s in a packed out garage.

‘This is probably one of the most special,’ says Allen, disappearing into the depths of his garage and re-emerging with a battleship-grey mountain bike.

‘As far as anyone can tell me this is the only one of these in the world: a Hotta M.A.X, the exact same one as in the Hotta catalogue.

‘You see – there’s the same serial number on the frame,’ he continues, pointing to a picture in a vintage catalogue he’s just extracted from its protective sleeve.

‘I sourced the extra parts to restore it to the catalogue condition: the Tioga Psycho tyres, Selle Italia saddle, Mavic wheels, everything is exact. It’s a Holy Grail bike for me… priceless.’ 

If you have similarly unique bikes, other sporting memorabilia or fine art that is special to you, NFU Mutual has the expertise to insure such collections as part of its home insurance policies. Contact NFU Mutual on 020 3283 8611, whose personable staff will be only too happy to help.

The bikes

Hotta TT700 Fixed c.1993

‘There were only three of these fixed wheel bikes ever made,’ says Allen. ‘Chris Boardman used to ride Hotta time-trial bikes on the Gan team, though they were branded as Eddy Merckx.

‘There is a story that Hotta was going to supply all the bikes for Boardman’s Hour record ride but then the lorry carrying them crashed and all the bikes were destroyed.

‘Hotta couldn’t get them remade in time so that’s when Lotus stepped in to make Boardman’s Hour bike [for his 1996 Hour record], a Merckx-badged Lotus 110.

‘When Hotta went out of business in 1995 they paid the staff off in bikes, which is how the guy I bought this off got hold of it.’

Hotta Perimeter, c.1994

‘Hottas were made down in Devon, near Taunton. English carbon technology – there’s a phrase you don’t hear too often these days!

‘I bought this one from Joanna Rowsell Shand’s coach at British Cycling; it was his bike but he lent it to her for her first competitive win and Junior National Champion title.

‘At some point it has had a custom seatpost made, so this bike has a mega drop. I’ve got another Perimeter frame too, a prototype similar to this one but without a seat tube.

‘I’m probably not going to build it up. As far as I know it’s the only one that exists, and you never know if it’s a working prototype or just for show. Dunlop sponsored the Linda McCartney team, which rode on Hottas, hence the logos.

Orbit Softride, c.1992

‘I’ve not chanced riding this yet, as there aren’t many parts between you and catastrophic failure,’ says Allen, referring to the flexible carbon ‘beam’ bolted to the bike’s steel main frame.

‘The beam is made by Softride, an American company, while the frame is from British builder Orbit. The beam flexes to help prevent fatigue in long distance events, but it’s not UCI-legal.

‘It’s quite stiff sideways actually, but I wonder what it would be like if you were sprinting.

‘I’m pretty sure you’d hit your legs on it. It’s more for events where you’re mainly in the saddle, such as triathlons.

‘I bought it from a guy who used to run a bike shop which sold them. The Campagnolo Chorus aero brakes are beautiful, I love them.’

Look KG251 Rockshox, c.1997

‘I bought this from a guy who had picked it up in as-new condition in order to ride the Paris-Roubaix sportive a few years ago. That’s the only action this bike has ever seen,’ says Allen.

‘It has carbon tubes bonded to aluminium lugs. It has the Rockshox Ruby Roubaix forks that LeMond raced on and Gilbert Duclosse-Lassalle won Paris-Roubaix on in the early 1990s.

‘They never stayed in fashion though, which is a shame as these forks are superb, so plush and really quite light too.

‘It’s funny that manufacturers are all coming back round to putting suspension systems in road bikes again. It’s just taken them 20-odd years!’

There will always been some disagreement over what people call ‘cheap’ but with the advent of the Cyclescheme and other similar purchase offers, most really serious road bikes kick off around £1000. We took a quick straw poll in the office and when most of us took the first proper steps towards becoming cyclists, we each spent around £500 on our first bikes.

Some researched their purchase for months, others went straight out to their local bike shop and asked the staff for their advice. But what came out, time and time again, was that number - £500. It's here that road bikes begin to look like serious racers: the gear shifters are combined with the brake levers so your hands can stay in one comfy position, the frames are made of lighter materials such as butted aluminium, and perhaps even carbon fibre.

You can pick up a bike for less but often they're heavy, ineffecient and will grumble if you really up the mileage. They'll be fine for fair-weather weekend riding, but start training for a sportive and their shortcomings will soon show. With that in mind, we decided that to us ‘cheap’ road bikes are anything under £1000, but above £500, so (in no particular order) here’s a run down of our favourite plus a buying guide at the end to help you with sizing, what questions to ask, what accessories to buy and how to go about planning your first big ride.

Here are the eight best cheap bikes up to £1000.

GT GTS Sport - £500

The cheapest bike in our cheap bike round up, the GT GTS offers a fun ride that is perfect for aspiring racers. The GTS Sport feels like a bike in £1000+ category thanks to its nice quality parts and low, aggressive position. 

GT GTS Sport review

Aprire Inverno Sora - £650

British brand Aprire’s first foray in the sub-£1000 market is an exciting prospect that requires serious consideration. The aluminium frame is light and comfortable, while the full Shimano Sora groupset and Mavic Aksium wheels make the bike an absolute bargain.

Buy the Aprire Inverno Sora from Arprire

Aprire Inverno Sora review

Avanti Giro 2 - £720

Excluse to online brand Wiggle, the Giro 2 is a well specced bike that’s come all the way from New Zealand. The big let down is the peculiar handlebar shape, but if you can get over that it could be a winner.

Avanti Giro 2 review

Raleigh Criterium - £750 

The Raleigh Criterium is a very sensibly specced bike featuring a complete Shimano Tiagra groupset. The whole bike is well made, with some nice touches aimed at the UK commuter but the whole bike is a little on the heavy side.

Raleigh Criterium review

Pinnacle Dolomite 4 - £800

Two entries into our list for Pinnacle, but they’re both completely different. The disc equipped Dolomite 4 is a great fun aluminium all-rounder, only let down by the tyres

Pinnacle Dolomite 4 review

Pinnacle Dolomite Six - £950

Pinnacle has made a name for itself by delivering quality bikes at fantastic value and the Dolomite Six is no exception. The aluminium frame handles excellently and is incredibly versatile. Shipping with a Shimano 105 11-speed groupset (bar the long drop brakes) it’s a good quality bit of kit.

Pinnacle Dolomite Six review

Cube Peloton SL - £950

Another great value aluminium frame, but due to a lack of mudguard mounts or rack mounts this model from German giants Cube is more race than tour. The geometry also needs a close eye to ensure you get the correct fit as the sizing gaps are large, but get it right and it’s a fantastic little race bike.

Cube Peloton SL review

Boardman Team Carbon - £1000

The only carbon bike in our cheap bike round up, the Team Carbon is an upgrade worthy frame. There has to be concessions somewhere of course and the Team Carbon comes with a Shimano Tiagra groupset and own brand finishing kit. It’s almost worth it for the frame alone, even if it’s not terribly exciting to ride.

Buy now from Halfords

Boardman Team Carbon review

So you've narrowed it down to a few choice models? Great - now take a look at our buying advice below to help you out when you look at purchasing a road bike from your local bike shop. Remember - just because you're going for a cheaper road bike doesn't mean you should be asking different questions or expecting a different level of service.

Getting the perfect fit

Getting the right size is one of the most important aspects of buying a new bike. With a wide range of sizes available, often with small jumps between them (2cm in most cases), it can be a daunting prospect. Fortunately, a good bike shop should take care of you. A word of warning: be careful when referring to bikes by their frame sizes. Some manufacturers measure things differently, but our handy geometry chart on each bike review should give you a starting point.

The main two things to worry about are saddle height and reach. There are lots of different methods to work out your correct saddle height, but as a general rule, when your foot is at its lowest point your knee should have a 30 degree bend, as that’s the angle that gets your big glute muscles firing. The reach is something that you need to get a feel for, but if you’ve never ridden a road bike with dropped bars before, this can feel quite stretched and will take some getting used to.

It’s almost always the case that when your saddle is the correct height, you won’t be able to remain sat on it and have your feet flat on the floor. The reality is that you never really have to do this. If you’re nervous about it, plan ahead for your stops so you can pull up at a kerb and rest your foot on that.

Choosing your pedals 

A lot of new bikes don’t come with pedals, so your first big decision is whether to go for flat pedals or clipless. Flat pedals may be more versatile (because you can use them wearing regular shoes), but they’re inefficient. Trainers flex a lot at the sole, so you lose a lot of pedalling power wearing them – it’s like trying to knock in a nail with a rubber hammer.

Clipless pedals (so-called because they replace traditional toeclips and straps) work by binding to a cleat that’s screwed onto the sole of the shoe. The shoes that go with clipless pedals have far stiffer soles to make pedalling more efficient and a lot more comfortable.

There are two distinct patterns of clipless pedal– two-bolt (Shimano SPD), and three-bolt (including Shimano SPD-SL or Look). Two-bolt cleats are usually recessed into the sole of the shoe to make walking easier – these are favoured by mountain bike riders. Walking is possible in three-bolt cleats, but you may look like a penguin. Also check that your shoes are compatible with your pedals – the shop will be able help with this.

With a little perseverance, once you’ve got the hang of clipless pedals, you’ll be able to release your foot far quicker than you could pull your shoes out of old-fashioned toeclips.

Ask the right questions

Before you go and take a look at what your local bike shop has to offer, it pays to do your research and have a good think about what you want from your purchase. Mudguards and a rack? Rim or disc brakes? Is the bike going to be used mainly for commuting or leisure riding? There are so many different models to choose from, that if you don’t have a good idea of what you need from it, you’ll likely end up totally bewildered. It also helps the shop, as they know what they can safely recommend, rather than relying purely on guesswork.

Most shops will include a servicing package to help keep your bike in good shape and will probably offer a discount on accessories. If you’d like to swap some parts on the bike straight out the box, ask – but don’t count on the shop doing it free of charge. If it’s an own-brand stem, they might not have one in stock, but things like cassettes or tyres are normally done for the cost difference.

Sale bikes can be great, but don’t compromise on getting the correct size for a groupset upgrade. You’ll be much happier – and faster – on a bike that’s comfortable. Second-hand bikes can be a bargain but are a minefield: unless you know the pitfalls to avoid, we’d recommend steering clear.

Essential extras

When buying a new bike you’ll have to reserve a portion of your budget for essential kit. Luckily, most shops will cut you a deal if you buy these at the same time. Expect to spend about £50 for a decent helmet, and try several makes and models to find the best fit.

Whether you’re planning to ride on your own or with friends, you’ll need enough small tools to be self-sufficient. You will get a puncture at some point, so practice changing an inner tube at home until you’re confident you’ll be able to do it on the road when all your friends are watching (and heckling).

The minimum kit we’d recommend would include a set of tyre levers (Topeak Shuttle levers, £5.99, extrauk.co.uk), two spare inner tubes (around £5 each; ensure you get the correct type – road bikes use Presta valves), a pack of glueless patches (Park Tool Super Patch, £3.49, madison.co.uk), and last but not least, a mini pump (Lezyne Gauge Drive HP, £40, upgradebikes.co.uk). Some big brands such as Bontrager and Specialized do a kit that includes all these items, and a saddlebag to stow them in. Buy a multitool – look for something that includes 3, 4, and 5mm allen keys (Topeak Mini 20 Pro, £29, extrauk.co.uk). It’s worth getting a bottle cage and a sports bottle, too.

Plan your first ride

Once you’ve got the bike all your kit together, you’ll be keen to get riding, but it pays to spend some time planning your first outing to avoid potential problems that may arise. Twenty miles is a good distance to start with – you don’t want to risk running out of food, water and energy, or discovering a fault in your bike when you’re a long way from home.

If you don’t know the best roads for cycling in your area, the Strava website is useful – it has a great ride-planning tool that makes route suggestions based on their popularity with other cyclists. You can then use the Strava app on your smartphone to navigate, while recording your journey.

This is also a good time to think about how the bike feels. Is the saddle a little low? Get your multitool out and shift it up a little. Short test rides are good for working out any small adjustments like this you need to make.

Once you’re comfortable riding on your own, you can start looking at riding with others and maybe joining a club. Most clubs have rides aimed at newer cyclists and often offer training sessions to develop group riding skills. British Cycling will help you find local cycling clubs. We’d recommend trying a few out first before taking the final plunge. 

Planet X is one of the pioneering online brands, but nonetheless has two stores where you’re able to have a hands-on look before buying. But the core is still online, and it’s here you’re able to nip and tuck the build elements of your bike, either by choosing from the ‘free’ options, or from the list of upgrades. It’s an intuitive process and lets you upgrade specific items without changing the whole bike.

For simplicity, we’ve opted for the standard SRAM Force build, in Planet X’s loud and proud ‘cerise’ colourway.

The frame

Image 3 of 5

Image 3 of 5

The Pro Carbon’s compact frame uses a tried-and-tested formula first pioneered by Giant, whereby the position and angles of the tubes keeps both triangles to the minimum size, which has the claimed benefit of increasing strength and stiffness.

Some will have reservations about the aesthetics, as the shapes definitely stray away from the traditional – but then again, judging by the colour schemes available, this won’t bother Planet X.

The finish on the paint and lacquer appears to be of a good quality, and the subtle crimping on some tubes also adds positively to the Pro Carbon’s look.

The fork has a neat aerodynamic profile, while the chunky head tube bodes well for a positive handling experience, and its height will please a lot of potential buyers with the tilt-back riding position it promotes.

Groupset

Image 4 of 5

Image 4 of 5

While the Pro Carbon is available with a number of groupsets – including Shimano Ultegra for the same £1,700 pricetag– we opted for the SRAM Force option.

Not only do SRAM components look classy, they perform well too, with a satisfying clunk accompanying every gear shift.

While some have their reservations about the DoubleTap shifting mechanism (which uses one lever, which you press fully for a down shift or only halfway for an up shift), we really like it.

Carbon crank arms and carbon brake levers also help in bringing SRAM Force down in weight when compared to its Shimano competitor, and the chain catcher is a nice finishing touch. 

Finishing kit

Image 2 of 5

Image 2 of 5

With alloy bar, stem and seatpost additions from Selcof, the Pro Carbon has worthy and reliable components that should hold up to everything the bike will be put through.

The San Marco Ponza is a fairly universally comfortable saddle, making the chances of an instant need for a replacement low. 

Wheels

‘It’s amazing that they’re able to put carbon wheels on for that price,’ a few riding buddies said while eyeing up the Pro Carbon.

Unfortunately, while they do indeed look it, the deep-section Vision Team 35 hoops are in fact alloy, but that doesn’t detract from their aesthetics.

The Team 35s will likely give a slight aerodynamic edge with their deep profiling, and perhaps stiffness, but this comes at the cost of more weight than is necessary. Perhaps an alloy rim with carbon fairing might have been a compromise?

None the less, the 25mm wide Hutchinson Nitro 2 tyres are a decent accomplice to the Visions, and well-chosen for the bike.

The ride

It’s hard not to be struck by the colour of the Planet X. We happen to like the ‘cerise’ you see here, but if such bold hues aren’t to your taste, the Pro Carbon also comes in ‘Seville orange’ and ‘zesty lime’, as well as a more conservative black or white.

Looks aside, when it came to actually getting on board and riding it, it’s clear from the start that the Pro Carbon is a bike that many people could get along with.

Its tall head tube and compact frame geometry open up the potential customer list significantly. This also translates well into the riding experience, with its road-dampening capabilities immediately making for a comfortable ride.

Image 5 of 5

Image 5 of 5

While it scores highly for comfort, we found that there was just a little lack of enthusiasm from the Pro Carbon in situations where the hammer was down.

It felt slightly cumbersome when making out of the saddle efforts; the wheels are stiff enough but perhaps their weight holds them back, or maybe it’s because there’s a little more flex in the frame than we experienced in the other bikes, but we didn’t feel as though the bike was making the most of what power we were putting through it.

That said, once up to speed, the bike carries itself well, feeling stable and hungry for more, and that’s when the satisfying clunk of the SRAM Force shifting really eggs you on, too.

There’s definitely an assuredness to the Pro Carbon’s handling, and it plays up to the character of the bike in that, while it maintains predictability and stability, it lacks an element of purpose despite the fairly standard ‘road bike’ numbers that the geometry spells out.

Much like the way the ride feel is comfortable and not electric, so too is the handling, and if we were to take sluggish and twitchy as our two opposite ends of the spectrum, the Pro Carbon would definitely err towards the former – but this isn’t necessarily a bad thing and the predictability and stability will undoubtedly be positive traits for many riders who aren’t looking for racing levels of agility.

Buy the Planet X Pro Carbon from £1,200 at Planetx.co.uk

Geometry

Specification

Looking at it on paper alone, you would find it hard to believe that the Ribble R872 is the price it is (£2,626 as specified), as it has a fantastic list of parts that wouldn’t be out of place on a bike costing twice the price.

When purchasing from Ribble, every part can be changed and built to your own personal taste, giving you all the flexibility needed while still being incredible value for money, although they do also have a range of suggested builds on offer.

The Ribble R872 range starts from just over £1,000 (with 10-speed Tiagra), but we’ve pushed the boat out for our test bike, which features exactly the same frame but loaded with almost the highest possible specification from Ribble’s parts box.

[gallery:1]

Stand-out components are the Mavic Cosmic Carbon Pro wheels, with their hybrid carbon/alu construction, which gives the benefits of a deep-section carbon wheelset but also maintains the superior braking of alloy rims.

The wheels are a real highlight and have a very direct, responsive feel that has a knock-on effect for the rest of the bike.

The finishing kit is mainly supplied by Deda. The bars have a good comfortable shape while the seatpost, despite being carbon, feels a bit basic.

The full Ultegra 6870 Di2 groupset delivers fantastic performance, although we felt it could have been better integrated into the frame, as there was the occasional rattle from the internal cable routing.

Still, this is a minor quibble and not something that really makes a major difference to the ride experience.

[gallery:3]

Talking of which, the R872 provides what might be called a reasonably neutral and safe ride. This makes it very easy to handle, although more confident, experienced riders may prefer something a little more nimble.

It’s by no means slow, though, even going uphill, and those superbly responsive wheels help give a really fast feel on any sprints or climbs, with very little flex.

And while at 7.8kg (size 51cm) the R872 is hardly a lightweight, in the real world it made no major difference to climbing speeds out on our test ride.

Ratings

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

Verdict

For a bike equipped with a full Shimano Di2 groupset and fantastic Mavic wheels which turn it into a great all-rounder, this bike offers incredible value.

At the higher-priced build the frame may be near the limit of where it's competitive, but it's still a solid performer, ideal for sportives or long sociable rides.

Specification

Ribble R872 review

By Josh Cunningham, 22 April 2016

The R872 replaces the Stealth in the Ribble line-up, keeping the same black-on-black aesthetic but with a few tweaks that prioritise stiffness and move the R872 into the path of speed-hungry racers.

The entry level model comes in at £829.95 – not bad for a carbon road bike – but Ribble sent us a higher specced iteration, which provides serious bang for your buck.

However, while Ribble does offer a collection service, it is an online-only brand, which means buying without a firm knowledge about how it rides could be hazardous. Is it worth taking a punt? Let’s find out…

The frame

Ribble has employed the T800 fibres of widely used carbon fibre heavyweight Toray in the R872 layup, but it’s the design of the frame that matters, and here it’s been made with stiffness as top priority.

To do this, extra layers of carbon have been applied to flex-prone areas like the bottom bracket, which uses the BB30 standard, and the head tube, which is tapered. 

Being wider at the bottom than at the top gives the head tube more robustness and strength, while allowing for a standard-sized stem. The BB30 bottom bracket, meanwhile, optimises weight baring through the spindle and shell diameter, rather than a widened placement of the bearings, which means a narrow and yet stiff system.

The downside is that to use a regular crankset such as the Shimano Ultegra that comes with the R872, you need adaptors, and these metal-on-metal marriages are known to creak. 

The streamlined fork certainly helps from an aero perspective at the front end, while internal cable routing keeps the bike looking tidy, and at the rear we see super deep chainstays, which should help reduce energy loss throughout the pedal-to-drive motion. 

Groupset

Ribble has really made a bike out of the R872 with the standard of groupset fitted to our test model. Everything from the chainset and STI shifters to the brake callipers and cassette are Shimano Ultegra, which is very much the same as 105 on a technology level but lighter and with a slightly more solid feel behind the shifts, thanks to differences in materials. It’s an impressive addition at this price point.

Finishing kit

The complete Deda finishing kit is a complement of well chosen parts – nothing to get overly excited about, but then again there’s nothing here that will cause any harm or distrust in the bike.

The Selle Italia Flite saddle is fairly unpadded, and has a lot of give when you exert a force on it, so if it’s not for you then you’ll know about it, but Ribble offers the buyer the chance to swap out anything that won’t suit in its bike builder app.

But still, it’s nice to see Ribble employing the established expertise of brands like Deda and Selle Italia, which again is an impressive feat considering the total price. 

Wheels

The foldable Schwalbe One tyres are a nice finishing touch, and provide a supple, confident contact point with the ground below. We were unlucky enough to ride the R872 a few times in soaking wet conditions, but the Ones held their ground well throughout. 

The ride

Straight out of the blocks, it felt immediately apparent that the R872 is a real road rider’s bike, with its snappy accelerating capabilities and general will to be ridden quickly.

The compact, sloped top tube geometry is an easy way of making lots of body shapes compatible with the bike, but we don’t think it can do the bike’s racy, punchy feel any harm either, with the small triangles doing their bit to enhance stiffness. 

At the back end, that small triangle provides a solid base when making harder pedal efforts, but doesn’t feel too harsh over rough ground either, which is actually a little surprising given how chunky the seatstays and chainstays are, but perhaps this is in part thanks to the wheel and tyre choice on this particular test machine.

We were happy to let the bike get up to some fairly eye-watering speeds on some of our test rides in the hills, which is testament to the confidence that the bike was able to inspire, even only after a fairly brief acquaintance.

The front end feels reassuringly stable, and as confident gliding through sweeping downhill corners as it does nipping in and out of traffic through town. In the race environment that the bike was designed for, we reckon it would have no trouble navigating the delicate ebb and flow of a fast moving bunch.

The R872 is, in short, a fantastically enjoyable thing to ride; it behaves like the raceable road bike you buy it for, but retains more than enough comfort to make it worthy of long days in the saddle and sportives, too. 

Geometry

Spec

Without doubt, gravel bikes are an interesting proposition: just how do you describe the purpose of a gravel bike, or in GT speak ‘EnduRoad’, to the uninitiated? The difficulty is that the more you try to narrow it down the more you realise that a gravel bike is only one of two things: either the only bike you’ll ever need or one big compromise.

We put the GT Grade Alloy 105 through its paces to find out which. 

So just what is the GT’s aluminium Grade for? ‘The alloy Grade is a well-rounded road bike to commute on and rip up the beaten path with,’ say Patrick Kaye, GT’s senior product manager. Sounds like an all-you-can-eat buffet with something for everyone, so there must be a catch…

Buy the GT Grade Alloy 105 from Wiggle here

Sizing

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Getting the ideal bike fit isn’t the dark art it once was, yet riding dirt requires a somewhat different fit. Thankfully GT has adopted the ‘stack and reach’ measurement system to make size comparisons easier.

This 58cm alloy version of the Grade has a stack of 627mm and a reach of 382mm. By way of comparison a Cannondale Synapse is 611mm and 394mm, making the Grade shorter and higher than its well-respected American cousin.

In practice this reduced, and lifted, reach meant slightly more elbow bend and a shallower angle of the back. Perhaps to those finely honed racers out there this might be a deal breaker but once you get the Grade off the tarmac it all makes perfect sense.

Geometry

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With the opportunity to hit the dirt just ten meters into the first ride, it would have been rude not to immediately test out this set up and the bridleway in question quickly illustrated that the shorter reach was a wise design choice.

The front end of the bike gave us enough confidence to take on larger obstacles off-road, which was often followed by a thump up the backside by the saddle.

We found lowering the saddle by 10mm prevented this and evened out a capability gap between the front and rear ends of the bike.

Lower saddle, shorter reach and higher bars allow greater articulation of elbows, and knees, meaning more bump absorption without seeming to compromise muscles that are more used to a road biased set up.

Handling

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When it comes to handling GT has really nailed it with the Grade - fire roads and gravel paths can be ridden hard and fast. ‘The design process was really fun,’ says Kaye.

‘A handful of geometry mules, a ton of mix matched components… We wanted a bike that was straight up fun.’

As you’d imagine there are limits and these are mostly based around the choice of tyre, and physics of friction. The standard 28mm Continental Ultra Sport II’s tyres did a phenomenal job of soaking up the bumps, as well as providing adequate traction.

The result of GT’s hard work is a happy balance where high speed is possible on all manner of surfaces and with bucket loads of confidence thanks to the 72degree head angle and 2.5cm longer (43cm) chainstays.

Take it off-road and throw in roots, rocks or loose stuff and you’ll make good use of the capable TRP Hy/Rd disc brakes as ‘shredding’ is definitely on the menu.

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If you stick to tarmac or well-prepared trails you’ll find the factory package to be astoundingly good and, if you enjoy the even rougher stuff, the frame will accommodate a set of 32mm knobbly tyres.

As an overall package, the Grade 105 is a very comfortable ride with dynamics that put far more expensive bikes to shame. While ‘we wanted a road bike that encourages the rider to get loose and shred’ are not exactly words we’d usually use at Cyclist, we wholeheartedly agree with GT in this case.

Yet one thing you can’t hide is that the Grade has got a bit of excess mass to it - our test machine tipped the scales at 10.1kg.

All the same if you are keen on a bike that’s capable of expanding your ride options, doubling up as a commuter or winter trainer with ‘guards then you really couldn’t do better.

In fact the Grade 105 far surpassed our expectations and had us thinking someone had got their sums wrong such is the value of the overall package.

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Depending on what else you might have in your garage probably dictates how the Alloy Grade could fit into your life as what’s so pleasing is that it’ll suit a number of us in differing ways.

As a great exploration bike to get out on your local paths with - it’ll do a fantastic job. Equally, fit some mudguards and it’ll carry you through some long winter miles too. In fact, we’re struggling to find something it can’t do.

Buy GT Grade Alloy 105 from Wiggle here

Geometry

Specification

NB. The bike we reviewed was fitted with Ultra Sport tyres, not Ultra Sport II.

Since carbon became the sole material from which to make a competitive racing bike, steel has forged a second life for itself. Defended by beardy types who’ll chew your ear off about its unique ‘feel’, it’s not just for touring either, there’s even been a renaissance in building fast bikes from the stuff. But what about aluminium?

If steel is vinyl, outmoded but charming and with a few undeniable advantages, then aluminium seemed in danger of becoming an eight-track cassette tape.

An unloved evolutionary steppingstone doomed to the charity shop of history.

Despite its ubiquity, aluminium enjoyed only a brief reign at the top. For around a decade from the mid 90s to the early ‘00s it was the material of choice, with Miguel Indurain winning the Tour de France aboard an aluminium Pinarello for the first time in 1995.

Yet by 1998, only three years later, Lance Armstrong would be winning on a carbon Trek OCLV Madone.

Supplanted by more space-age and adaptable carbon fibre, for years aluminium found itself consigned to brand’s entry level machines.

However it’s now enjoying a late flourish, with new manufacturing methods once again making it a viable choice for race winning bikes.

Potentially stiff, zippy, and very light, should you fancy seeing what the fuss is about we’ve rounded up nine of the best aluminium road bikes you can buy in 2018.

The best aluminium road bikes of 2018

Kinesis Aithein EVO, around £730, (frame only)

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British based Kinesis has been working with factories to produce top-end aluminium frames for decades. The result of its accumulated knowledge is the very speedy Aithein.

An ideal privateer racer, its fast geometry is well suited to the knockabout world of criterium events. With competition ready stiffness it’s still forgiving enough for longer rides thanks to thin seat stays.

Recently updated it now features a revised downtube with internal gear cable routing and increased space for wider 28c tyres.

Buy the Kinesis Aithein Evo from Pro Bike Kit

Read more: Bike we like - Kinesis Aithein Evo

Specialized Allez Sprint Comp, around £1,600

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In 2015 Specialized created a limited edition aluminium S-Works Allez. Partly conceived as a method of experimenting with advanced welding techniques that could then be trickled down to its mass market machines, its unique construction still informs many of the production methods used across the brand’s range of alloy bikes.

While this rare beast has now been retired, its spirit lives on in the Allez Sprint. A cheap and furious racer it combines a flat aero sculpted seat tube and matching carbon post with a head down racing position, leaving it a set of fast wheels away from a podium finish.

Buy the Specialized Allez Sprint Comp from Rutland Cycles

Read our full review: Specialized Allez DSW SL Sprint Expert review

Cannondale CAAD12 Red Etap, around £4,800

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Cannondale was famous during the 90s for its slinky looking CAAD frames. Still objects of lust for a particular vein of bike nerd the new CAAD12 is likely to have wider modern day appeal.

Weighing a scant 1,098 grams for the frame, it’s lighter than most carbon competitors while its ultra thin tubing also provides a ride far smoother than you’d imagine possible.

Clearly not built by a Luddite, the top spec model comes kitted out with carbon rims, a SRAM electronic groupset, and a truly lustrous paint job.

You can find a review of its budget sibling here: Cannondale CAAD12 105 review

Check out the CAAD12 Red Etap at Cannondale

SEE RELATED:Best road bikes 2018

Bowman Palace R, around £695 (frame only)

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Based out of London Bowman makes a small range comprising three unique bikes. The year-round stainless steel Layhams, the chunky tyre and disc equipped Pilgrim, and this aluminium racer, the Palace.

Named after South London's famous Crystal Palace criterium races, its geometry is suitably snappy. Designed with a seat tube that flares towards the bottom bracket to create a solid pedalling platform the seastays are squished almost flat to provide comfort.

Now on its second iteration it also includes removable cable guides for clean electronic drivetrain builds.

Check out the Palace R at Bowman

Read more: Bike we like - Bowman Palace:R

Mason Definition Red Etap, around £4,995

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It’s possible to buy a Mason Definition for a couple of grand less than this top spec build, but because this is a list of the best, not the most sensible, here it is.

Made of custom formed Dedacciai triple-butted aluminium and sporting a matching Mason Aperture2 full carbon fork its frame is hung about with the very best kit, including a specially developed Mason x Hunt disc-specific carbon wheelset.

Designed for speed over long distances it features rack mounts and clearance for full mudguards and 30c tyres.

Check out the Definition Red Etap at Mason Cycles

SEE RELATED: Best aero bikes 2018

Canyon Ultimate Al SLX 8.0 Aero, around £2,449

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Direct to consumer brand Canyon always works the spec of its bikes hard. The brilliant value Ultimate Al SLX 8.0 eschews carbon in favour of a balanced kit list, top tier Shimano Ultegra groupset, and an unbelievable race ready wheelset.

Not that its slippery aero frame is a compromise. At 1,170 grams it’s lighter than many company’s carbon offerings. Still the Ultimate Al’s stand out feature has to be its 62mm deep Reynolds Strike SLG Carbon hoops.

Retailing for a cool £1,350 by themselves it’s remarkable to see them included.

Check out the Ultimate AI SLX 8.0 Aero at Canyon

Cube Attain SL Disc, around £1,299

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With a head-up position, hydraulic disc brakes, and space for wider tyres the Attain is an endurance machine. Yet with mid-depth rims and svelte carbon bladed fork to absorb vibrations it’s not one to hang about either.

Sitting at the top of Cube’s aluminium hierarchy the frame is made of double butted 6061 T6 heat treated aluminium and feature smooth welds which are both stronger and more aesthetically pleasing.

With bolt-through axles it’s also sure footed across a range of surfaces.

Buy the Cube Attain SL Disc from Wiggle 

Condor Italia RC, around £800 (frame only)

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London cycling stalwarts Condor produces its range in Italy. The race-orientated Italia RC is a legitimately fast bike with a moderate price tag, ideal for regular racing and fast training.

Featuring an asymmetric down tube with a flattened profile to resist twisting it should be happy to get thrown about.

Coming as a frame-only Condor will help build the bike up to match your requirements, and can also call on the experience of its in-house fitters to get it spot on.

Done up in deep two-tone blue it’s also gorgeous to look at.

Buy the Italia RC from Condor

Merlin ROC 105, £899

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Sold and branded by UK-based Merlin Cycles, but actually constructed by noted Belgian manufacturer Ridley the ROC is built around a very light and fast riding frame.

Billed as a sportive bike, but actually more of an out-and-out racer it zings along thanks to very thin tubing. Despite this it remains stiff, and with a short head tube and steep head angle also provides for quick direction changes.

A well matched mid-depth Fulcrum Racing Sport wheelset and Shimano 105 groupset round out the package.

Buy the Merlin ROC 105 from Merlin Cycles

Read our full review: Merlin ROC 105 review

As suppliers to Belgian WorldTour team Lotto Soudal, Ridley bikes are a well-established sight in the pro peloton.

The Fenix is the all-rounder in the range, with comfort being an important element in its design. It’s been a tempting choice for many Lotto Soudal riders over the Classics season, in races where cobbles have been a major feature.

It is clear that it was designed with racing in mind as it has a short head tube, making it possible to get a low riding position if required, compared to the more upright position of many so-called ‘endurance bikes’.

The bike’s looks are quite traditional, albeit with the addition of disc brakes, and on the road, it is eager to get up to speed, with instant response and no sluggishness.

Although the weight is not especially low, it feels quick and is enjoyable to ride up the steepest of hills.

While it claims to be designed for comfort, it is not outstanding in this respect, with the stiffness of the front end giving a slightly harsh feel through the bars.

Our test bike was fitted with 25mm Continental tyres, although production bikes will come with 28mm Vittoria Rubino tyres, which should make some difference.

When riding the cobbles and rougher roads we resorted to dropping the tyre pressures to 50psi, which helped significantly although it does greatly increase the risk of punctures.

A tubeless tyre option could eliminate this, and while the bike does not come with tubeless as standard, the DT Swiss rims are tubeless ready so conversion would be relatively inexpensive.

Overall, the wheels are a good all-round choice, feeling relatively light and stiff when climbing or sprinting.

It is impossible to fault the smooth shifting of the Shimano Ultegra Di2 groupset, although it does push the price up.

The hydraulic disc brakes are equally impressive and perhaps the best praise we can give them is that they just worked without us ever thinking about them, giving smooth, powerful stopping at all times.

Ratings

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

Verdict: The Fenix proved to be an enjoyable bike to ride, feeling fast whenever you wanted to push the pace. Comfort might not be its leading feature, but on most roads it covers ground quickly. While it's price is on the high side, the Ultegra Di2 groupset makes cost easier to justify.

Spec

Designed to take the edge off of schlepping through the British winter, the multi-talented Boardman ASR needn’t find itself set aside once the sun comes out.

Built around a steel frame with disc brakes and mudguards it aims to be a durable and versatile bike for durable and versatile UK riders.

The frame and the ride

Designed for endurance the ASR range employ longer than average top-tubes. Our size medium came with a lengthy 565mm horizontal stretch between seat post and steerer.

However, propping up the front end the headtube is also a centimetre longer than you might expect in order to take the strain off your back and shoulders.

At 90mm the stem also shortish to help keep steering predictable, especially on rough road surfaces. As an equation it all adds up to a bike that’s easy to get along with. Stable but not slouchy.

In keeping with this disposition, Boardman has chosen 4130 steel for the ASR’s frame. Likely adding the best part of a kilogram in weight versus using aluminium the pay off is a smoother ride.

Not wildly flexy, but with enough give from the slim seat stays to take the edge off, it’s particularly noticeable when riding across rougher surfaces.

At the front, the oversize headtube and matching carbon fork keep everything in line when swerving through corners or battering across cobbles or broken ground. Using standard 9mm quick-releases to hold in the wheels the lack of more modern bolt-through axles is like down to cost rather than choice.

Still we never really felt the lack of them, with the front of the bike being stiff enough by itself.

Running along the downtube all the cables are routed externally. While this might not be as slick looking as having them run inside the frame it’ll actually make servicing and adjustment easier. With mounts at the back, you could easily fit a rack.

Indeed with a slightly stretched wheelbase and steady head angle, the Boardman ASR 8.8 would make a good fast tourer.

The ASR arrives fitted with full-length mudguards. Having tested it early in the year, and across many of the muddy farm tracks that criss-cross the badlands of Essex, I can attest to their efficacy.

Once you get used to not being splattered with muck and freezing water you’ll never want to be without them. Especially given their negligible weight penalty and probably non-existent increase in drag.

You’ll also be a hit on the club run as you’ll spare your ride mates a face full of spray.

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Groupset and components

Forget 12-speed. I like nine-speed. When I change gear I want to know I’ve changed gear. With Shimano Sora it’s not only the relatively large jump between sprockets, the shift itself feels like someone's thrown the points on a train track.

Using an on-brand compact 50-34t chainset and a matching 11-32t cassette there’s a wide range of ratios available to the ASR, and the whole set-up is likely to be very durable.

While all the groupset components work well it’s the integrated shifter-brake levers that are the star turn. Updated a year or so ago they look almost indistinguishable from alternatives higher up Shimano’s range.

They’ve both shrunk and shifted their attendant gear cables, which now run underneath the bar tape, rather than sticking out like antennas.

For touring nerds, this also has the benefit of leaving space free for a fitting bar bag.

Feeling compact in the hand, the shift action is slightly clunky and will only throw the derailleur up two sprockets at a time. Still, they’re a massive improvement on the older units.

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Elsewhere the crankset looks the business with its integrated four-arm chainrings, while the external bottom bracket felt noticeably smoother than the cheap square cartridges often found on bikes at this price-point.

About the only deviations from Shimano’s Sora groupset are the brakes. Supplied by TRP these Spyre models work well, are easy to adjust, and fit flush flat-mount style, so no grumbles there.

Given its low cost, it’s great to see high-spec Vittoria Rubino Pro G+ folding tyres mounted to the Boardman. They sit on anonymous yet decent quality broad rims which lend a nice profile to their 28c width, helping them provide plenty of grip despite a slick tread.

Sadly neither can be set up tubeless.The wheels themselves roll on cartridge bearing hubs. Laced with 32 spokes, front and back, they’re tough and not overly heavy.

Looking to the finishing kit, the medium width and neutral, flat shape of the Prologo Kappa saddle is unlikely to offend many riders, even if its padding tends towards the minimalist.

The bars are shallow and come wrapped in tough, tactile tape.

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Conclusion

With disc brakes, lots of clearance, and a tough nine-speed groupset the Boardman ASR 8.8 won’t grind itself to a halt if dragged through the winter.

Also looking out for its rider with mudguards, forgiving geometry, and an easy going nature it’ll protect them from getting ground down as well.

Not too heavy despite being made of steel (Weight: 11 kg, size medium), its smooth progress across a range of surfaces will endear it to many users.

Keen to take on the commute, mucky training rides, or head off touring it could be the only bike anyone needs.

qually if you’re looking for a second bike it’d be a perfect daily runaround for anyone looking to save their more fragile racer for Sunday best.

Anyone contemplating the switch from car to bike will benefit from a machine geared towards the demands of the urban environment.

Having given it a revised frame for 2018, Cube bills the Hyde as the ideal companion for tackling mean city streets.

From the powerful hydraulic disc brakes providing all-weather stopping power, to the fast-rolling tyres, and slick Shimano 27-speed transmission – could the Hyde be all the bike you need to beat the traffic?

The frame

Slickly presented, the Hyde’s frame features a tapered head tube, along with hydroformed main tubes and cast dropouts.

Composed of quality heat-treated 7005 aluminium, it’s stiff, lightweight, and being German also features an integrated kickstand mount.

With tubes joined by smooth, double-welded seams these supposedly increase strength, and certainly look nice.

Cable management is equally winsome, with integrated gearing lines piercing the frame behind the head tube.

For ease of servicing, the rear hydraulic brake cable is left exposed along the down tube, while the front is pinned inside the fork.

With straight, slender, tapering legs this is similarly lovely looking. Even with huge tyres fitted, both it and the frame include space for mudguards, along with both front and rear racks.

A lot longer than most rigid options, its additional length means it’d be possible to swap in a suspension model later if you so wished.

Groupset

The Deore rear derailleur isn’t quite the newest model available. With nine gears instead of 10, we missed the extra sprocket less than the clutch mechanism featured on the latest design.

This stops the chain flapping around over bumpy ground, although its loss won’t be felt by those who stick purely to the tarmac.

Elsewhere the more budget Acera groupset provides the shifters and front mech, with both working nicely.

With many makers swapping in a cheaper chainset it’s good to see a more durable Shimano triple bolted to the Cube.

Allowing you to replace individual chainrings as they wear out it’ll save money on servicing over time.

Stopping the Hyde are Shimano BR-M315 hydraulic disc brakes, always good to see given their solid performance.

Finishing kit

The silver tabs on the saddle are a little silly. Aping the appearance of rivets on a traditional leather saddle they don’t actually serve any purpose beyond looking nice.

Still, they do at least pull that trick off. We were less keen on the actual shape of the saddle which we found a little narrow for such an upright bike.

Of a better width are the bars. At 660mm they’re wide enough to be stable, but not so expansive as to risk hitting wing mirrors when filtering through traffic. 

Wheels

Rotating around bombproof Shimano hubs, the Hyde’s wheels are stiff, tough, and should in all fairness last a long time.

Easily adjustable, the availability of Shimano spares is unbeatable, while their centre lock system also makes swapping disc rotors easier. Laced to them with 32 spokes, the Alex rims are eyeleted for strength.

While they’re tubeless-compatible the fitted Schwalbe Big Apple tyres aren’t. Still, regardless of only working with conventional inner tubes we’re big fans.

Part of the Schwalbe’s Balloonbike range, their huge volume allows them to work at low pressure to provide a high degree of natural suspension.

Key to the bike’s ride characteristics, they’re certainly worth giving a try.

On the road

We were expecting a lot from the Hyde. Good looking and with a solid spec, it got off to a promising start.

Uniquely it employs huge 2.35in tyres of the kind more frequently found on mountain bikes, except denuded of their knobbly tread.

Despite a stiff aluminium frame these oversize wheels take a while to get going, although with a head of steam built up, it feels as if they’ll plough through anything. 

Wrapped in those enormous tyres, the outer diameter of the Hyde’s wheels is bigger than most 700c bikes.

This huge volume of air allows the Hyde to float along. Key to its handling characteristics, they’re surprisingly fast rolling, while the cushion-like suspension allows the rider to smash over obstacles without getting too shaken up.

They also impart almost comical levels of grip, meaning you can rip around corners with little risk of sliding out.

On the flip side, we don’t reckon these big wheels are quite as easy to start up or keep rolling as more regularly sized alternatives, yet it might be a trade worth making given their ability to soften the ride, along with the fact that they’re unlikely to get caught out by potholes or uneven drain covers.

Less prone to being railroaded from under you than slimmer models, they make the Hyde feel like a very safe place to perch.

Shimano brakes are a perfect match, providing a similar level of quick-stopping security.

Combined with excellent shifting performance, and slick looking own-brand finishing kit, there’s no obvious weak link in the Cube’s well-balanced spec.  

Surprisingly upright, the Hyde creates a riding position that’s easy on the back and shoulders. With space to accommodate huge tyres the fork crown itself is very tall.

Slotting into a decent length head tube, and finished with a sizable top cap, the result is a handlebar position that towers above the other bikes.

Twinned with this is a rangy top tube, meaning all in the Cube comes up bigger than expected. As it doesn’t have a huge amount of standover this makes getting a good fit especially important.

Assuming you do the Hyde is a fun bike to ride. Light and stiff, it’s more than happy to be thrown about, with the fork being staunch enough to carve turns, while the tyres trample over obstacles with alacrity.

Rumbling along happily on tarmac, they’re bulbous enough to survive off road, too. However, while grippy in the dry, a slick tread means they soon meet their match in wet and slimy conditions.

Getting too wild on the trails will also highlight the lack of standover, increasing the risk of whacking your person on the top tube in the event of a crash – not usually relevant on the road.

Ratings

Frame: High quality aluminium proved both stiff and light. 8/10
Components: A decent mix of Shimano parts are used throughout. 8/10 
Wheels: Tubeless compatible and built to survive tough rides. 9/10 
The Ride: A lot of fun, although more on tarmac than the trails. 7/10

Verdict

The Hyde looks good, is well built and rides well, but the spec could do with updating 

Geometry

Spec

For Italians, cycle racing is more than just a sport. The word tifosi translates simply as ‘fans’, but that is to completely underestimate the passion of the devout Italian followers.

You can be a cycling ‘fan’ from the comfort of your living room, glued to a flatscreen, but a true tifoso would only ever be truly happy standing by the roadside, staring into the pain-glazed eyes of the riders – willing on their heroes in the flesh.

The bike brand Tifosi (not to be confused with Tifosi the sunglasses brand, which is an entirely separate company, and is Italian) takes its name from this fervently passionate band of cycling fans.

But that is where the Italian heritage ends. Rather less romantically, the company actually has its roots in Leighton Buzzard, Bedfordshire.

However that’s not by any means an observation made in a negative manner. Tifosi’s middle-England setting makes it no less an exciting bike brand.

The company has been steadily making considerable headway, with a very decent range of UK-designed bikes, since its launch back in 2000.

Interestingly, the brand’s focus has always been on what it terms ‘affordable excellence’ and it has had some notable successes on this front – particularly in its CK7 winter bike.

However, the bike we are testing today is its speed machine, the Auriga. A pacy number, the Auriga has already been around the racing block, but we hopped on the updated 2018 model to see what the future looks like for ‘affordable excellence’ at speed.

Racy number

Since 2016, Tifosi has been the title sponsor of the UK Elite racing team, Spirit Tifosi Bikes, and the partnership has spurred the brand on to redevelop its race-level machines.

‘Although the original Auriga proved a hit with team members, landing a total of 40 victories in 2017, the feedback from racers suggested it was a little on the harsh side,’ says Josh Lambert, Tifosi’s technical specialist and product developer.

‘We redesigned it completely for 2018, paring back some of its aero virtues in order to achieve a bike that was a little more capable all round – adding more comfort, particularly at the rear.’

Having ridden the Auriga, I would agree. As far as aero bikes go – and especially considering it costs less than some big name brands charge for a frame alone – I was pleasantly surprised by how well the bike dealt with harsh, rutted road surfaces as I took to my local lanes.

Some of that credit must be given to the Deda Elementi SL38c wheelset, shod in 28mm tubeless Schwalbe Pro One tyres (which I typically ran between 75 and 85psi).

It did a great job of absorbing the road buzz, while the frame itself – and particularly the seatpost – seemed to offer ample flex to take the pain out of bigger impacts.

Yet it’s not gooey – the Auriga frame has a reassuringly well-built feel and I didn’t detect any undesirable flex. No matter how hard I pulled on the bars, or shoved the front end into a turn, or stomped on the pedals, I was always met with resolute firmness.

This was pleasing in terms of power delivery, but also in providing the stability and handling that gives you the confidence to sit up and slip on a jacket at speed on a descent.

Neat features on the 2018 Auriga include dropped seatstays, aero tube profiles, a hidden seat clamp and fork integration at the top and bottom of the head tube.

The upper headset cap is also a sleekly modelled addition, which is available in three heights to allow positional adjustment without interrupting the aero aesthetic.

As I rode adjacent to Poole harbour on one ride, watching kitesurfers skim across the water like missiles in a fierce wind, I wouldn’t have been surprised to find an aero bike wriggling in my hands like a live salmon.

But not so the Auriga – the Tifosi was well behaved in the gusty crosswinds. It suggests its CFD-developed tube profiles (and those of the Deda wheel rims) are well considered and translate into real world benefits. 

Rubbed up the wrong way

Another modern aero feature, the rear calliper brake – hidden away behind the bottom bracket – is a less desirable attribute. Riding out of the saddle on a climb, the rear brake pads would incessantly rub the rim each time I swayed the bike left to right.

Only with the pads adjusted – so far from the braking surface that the lever would almost come back to the bar tape before contact was made – could I dispense with the irritating tsshh-tsshh-tsshh-tsshh noise as I climbed or sprinted.

It’s a criticism I have levelled at almost every one of the bikes I’ve tested with the rear brake in this position. I have no idea why manufacturers haven’t long since given it up as a bad idea.

The simple solution, to avoid reconfiguring the frame completely, is a move to disc brakes, but currently there is no disc option of the Auriga in the offing.

Tifosi is the in-house brand of UK distributor Chicken Cycles, which also looks after Deda Elementi and Campagnolo. So it’s no surprise to see both featuring heavily here – and they certainly help to give the bike the Italian feel the name suggests.

The wheels, as I’ve mentioned, were hard to fault, plus the finishing kit is classy.

Whether you get on with Campagnolo groupsets is almost as personal as saddle choice and, for me, the fit of the shift levers is just not as well-suited as its US and Japanese competitors’ products.

Plus, I can’t help finding its mechanical shifting a bit clumsy (I’d better be careful what I say or the tifosi will be out to get me). Overall it’s a small gripe, and the Auriga remains a very capable bike at a price that won’t break the bank.

Spec

In the late nineties and the early noughties, images of pro road racing were dominated by Cannondale’s bright red aluminium race bikes, as ridden by the Saeco team of Mario Cippolini, Giro winner Ivan Gotti and Gilberto Simoni.

With the universal move to carbon fibre amongst the professional ranks, Cannondale’s USP of having the lightest, lairiest and most oversized frames has been lost, but with such a huge pedigree in aluminium, have things moved on since those golden years?

We’ve put the Cannondale CAAD10 to the test to try and find out.

Frame

Cannondale was always known for the smoothness of its welds, and it’s nice to see that’s still the case – the junction between tubes is so smooth you’d be forgiven for thinking the CAAD 10 is carbon.

It’s not, it’s very much aluminium and proud – the surface texture of anodized grey sections showing the material in its best light.

The tubing has been mechanically shaped and hydroformed to radically alter the tube profiles and create a hugely stiff and efficient chassis. Cannondale was the first to introduce BB30 (an oversized BB standard that uses bearings pressed into the frame) so it’s no surprise to find that here.

The head tube is tapered but only from 1.25in to 1.125in, which is narrower than normal, but in keeping with Cannondale’s other models.

The seatstays, and chainstays, are dramatically flattened, narrowed and worked to create what Cannondale calls its Speed Save technology – basically more vertical compliance to absorb road vibration.

Geometry wise, with a 14cm head tube this is clearly a race bike, despite the rather traditional looks. Lastly, the paint job is magnificent.

No camera can do justice to the fluorescent red details that in real life are really quite eye-popping.

Components

We don’t see a huge amount of SRAM Force used on production bikes, which is a shame as it’s a really good groupset. The brakes in particular are very effective and as a package it’s light, even more so when paired with Cannondale’s own-brand chainset.

Normally we’d turn our noses up at a non-series chainset, but for years Cannondale has been consistently ahead of the curve in chainset tech, and the alloy-armed BB30 Hollowgram Si cranks used here are top notch.

FSA chainrings in 52/36 offer the best compromise between compact climbing performance and pro-style flat speed, especially when paired with an 11-28 cassette.

We were interested to see that Cannondale has fully eschewed fashion with the component choices on the CAAD 10, choosing aluminium bars, stem and seatpost.

What’s more, the bars are traditional round drops, the first we’ve seen on a production bike in years. They are great, and given the racing intent, a good choice, really altering the rider’s position from hoods to drops.

The seatpost too is a nice object and preferable to many cheaper carbon options – and it’s light.

Wheels

Given that everything else is aluminium, it’s no surprise to find aluminium wheels here. FSA Energy wheels are the lightest aluminium wheels the Italo-Taiwanese brand produces, but that doesn’t mean they’re particularly feathery – the claimed weight is 1,660g.

Either way, they complement the bike’s inherent stiffness nicely and spin up to speed well enough. We’d happily race on them without being worried we were giving the competition an advantage.

The best thing about the wheels is the tyres – Schwalbe Ones are becoming a favourite among the BikesEtc testing brigade.

They roll quickly, grip the road well, and what’s more, they seem pretty resilient too – our first ride included a 5km section along a gravel canal towpath and the Ones coped admirably, not suffering any noticeable cuts.

The ride

Has someone been slipping performance-enhancing drugs into our tea supplies? Rolling along the flat at 35kmh, something was clearly up, and it was unlikely to be the discovery of raw talent.

Having grown up riding and racing on aluminium bikes, we thought the CAAD10 would feel familiar, but it really didn’t: it felt faster and far stiffer than anything we rode back in the day.

The fit is at the racy end of what we’ve come to expect of modern mass-market bikes, and that just compounds the willingness to push forward faster and faster all the time.

‘But wasn’t it uncomfortable on the towpath?’ asked a colleague; the answer was we were going too fast to think much about comfort. And when it comes to racing, the same is true – if your bike feels uncomfortable, you’re not trying hard enough.

The Cannondale CAAD 10 Racing Edition is an unashamedly competitive machine, and it’s hard to imagine a better bike for racing amateur circuit races and typical open road races (which last a maximum of three hours) than this.

The chassis is up there as the pinnacle of aluminium frame engineering but it’s still affordable, much like the rest of the kit. None of it is exotic, but as a package, it makes for a super light, super stiff racing package.

If racing isn’t your thing and you’re looking to do some huge rides, there are more suitable bikes out there, but if pinning a number on and chasing 60 other riders round in circles for an hour is your idea of fun, this is the one.

But be warned, if you can’t win on the CAAD10, you’ll have to look elsewhere for excuses.

Geometry

Specification

The disc-equipped Giant Defy Advanced 2 is designed with endurance in mind; it’s a bike built to take on long days in comfort, while retaining the ability to excite along the way.

Claimed to deliver speed and control by way of its relaxed geometry and mechanical disc brakes, its defining feature is its compact geometry, with a sloping top tube and tiny rear triangle, aping that of the firm’s bikes first supplied to the ONCE pro team in 1997.

In this mid-range incarnation, we’re interested to see if the components live up to the promise of the frame.

The frame 

Made from T700 carbon fibre, the most noticable aspect of the Giant Defy frame is its steep top tube leading to a compact rear triangle.

The idea is that a smaller triangle is a stiffer triangle, so less energy is wasted when pedalling. To tune out any harshness from the ride, the frame uses Giant’s flexy D-Fuse seatpost (so named due to its D-shaped profile).

A tapered steerer combines with a super-fat 145mm head tube to increase stiffness at the front end (this influences how well the bike steers).

The frame is identical in material and construction to that found on the high-end Advanced Pro range, albeit with a different paintjob.

The longest wheelbase we've seen in a while hints that agility is not the Defy’s raison d’être, it’s designed for long-distance comfort.

That’s confirmed by a fairly shallow head tube angle, which means that the Defy is less likely than the others to offer quick steering, but should help with overall stability.

With all the cabling, excepting that of the front disc brake, internally routed, the overall impression is of clean lines and high-gloss finish.

This impression is marred only by snipped cable-tie fastenings attaching the brake cable to the left-hand fork blade. Although our test bikes came equipped with 25mm tyres, there’s easily clearance for fatter, comfier 28mm.

Components

Giant has equipped the Defy Advanced 2 with Shimano 105 shifters and mechs, which is a quality set-up.

However, the chainset is a lower-spec Shimano RS500 on the grounds of cost. The Defy has the widest gearing range of any of our bikes, with a lowest ratio of 34x32, suitable for even the steepest of climbs.

TRP’s Spyre mechanical disc brakes are used front and rear, and are about as good as it gets without going hydraulic. The 160mm discs ensure huge amounts of stopping power and are easy to fine-tune using the barrel adjuster.

The seatpost is particularly easy to adjust thanks to its D-shaped profile – no more fiddling with one eye shut trying to get the saddle in line with the frame. 

Wheels

Giant’s own-brand PR-2 disc-specific wheelset has a 30mm deep rim and rejects the bolt-thru axle approach taken to discs by some manufacturers.

Although generally accepted to improve stiffness while reducing flex,bolt-thru axles (unlike a standard quick-release) require you to remove the entire skewer before removing the wheel. We encountered no noticeable flex in these wheels; they’re solid. Which leads us to their weight.

With the rear 11-32 Shimano 105 cassette attached (but skewers removed) they weighed in at 3.3kg. This did shed some light on their lack of urgency when sprinting for signs and there was a certain sluggishness when seated climbing up steeper inclines.

On the positive side, Giant’s P-SL1 tyres, with front and rear-specific compounds, are confidence-inspiring enough for rapid descents and offered reliable performance in the wet, too.

The ride

There’s one star of the show here – the frame. The meaty intersection of bottom bracket and chainstays (which Giant dubs the PowerCore) provides a solid expanse of T700 carbon that takes whatever you throw at it – standing-start sprint, time-trial effort, big-ring hill climb…

The solidity of connection at the pedal stroke, aided by high, box-section chainstays, really is impressive. It adds exhilaration to comfort on the Defy’s list of attributes.

A 50-miler on iffy tarmac highlights the compliance of the frame’s flat, wide seatstays and D-shaped seatpost in isolating road buzz, too.

The TRP brakes are an easily modulated set-up and more than good enough in this package. Steering is accurate; not lightning-quick, but definitely good enough to inspire a gradual increase in cornering speed as we travelled round our test loops.

Stacking all the spacers on top of the stem got us in a more aggressive position instantly, and improved the feeling of connection in corners.

And those bars are a deeply padded joy to hold, gloves or no gloves. However – and here’s the catch – if you’re planning a hilly sportive any time soon, you’ll find bikes with lighter and more responsive wheels.

It’s a shame that such an A-grade frame can’t be matched by its components, but then if everything on this bike was as good as the frame, you’d be forking out around £3,000 for it.

In short, great geometry and frame design is let down by sluggish wheels. As is so often the case, it’s all about compromise.

Geometry

Specification

The BMC Roadmachine has been out for just over a year, launched with the aim of simplifying the Swiss brand’s road bike range, taking over from the previous Granfondo range which has been phased out.

All Roadmachine models are designed to make the most of the changes that have become possible with disc brakes, including generous tyre clearance – 28mm tyres are fitted as standard but there’s room for 30mm.

The Roadmachine is fantastic to look at, with smooth lines from the fork that flow almost seamlessly into the frame, while the headset top cap smooths the line into the stem and seat tube that waft around the rear wheel, giving an aerodynamic look.

Claims of increased compliance are also made and initial impressions are positive, with the ride being smooth and comfortable.

When the roads become rougher, however, especially on the cobbles, comfort suffers and vibrations are felt through the handlebars in particular. Comfort could be improved easily in some areas, with more cushioned bar tape and tubeless tyres.

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Image 2 of 9

The smooth integrated headset top cap may improve looks, but does add a touch to the ride height. While a shorter top cap is available, it is designed to work in conjunction with an integrated cockpit from the more expensive RM01 model range, making it a less simple fix.

While many riders will find the standard height fine, it would be nice to have the option for riders who prefer a more aggressive riding position. Handling may feel on the slower side for some, but it still managed to be a confident bike to ride.

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Image 5 of 9

The specification is well rounded with the Ultegra 8000 groupset offering fantastic performance with consistently smooth and reliable shifts and braking that simply works. Hidden mudguard mounts are a nice touch, making it a true four-season bike.

The DT Swiss E1800 wheels are not the stiffest we have tested, but they feel suited to this style of bike and are tubeless ready. The own-brand finishing kit is understated but functions well with no major issues in testing.

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Image 7 of 9

Ratings

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

Verdict

BMC has succeeded in producing a very sleek and beautiful frame both to look at and also to ride. It manages to mix the best of a lightweight race frame with that of a more relaxed sportive-style bike.

While comfort could be better, the overall balance is good making this a bike that’s fun to ride.

Specification

The Gallium Pro Disc maintains what we loved about the original bike, while adding disc brakes and dropping a bit of weight. I tested this bike shortly after riding the Cervélo S3 Disc, and the bikes couldn’t have been more different.

The Cervélo was an aero road bike, and while it was an incredibly fast bike with razor-sharp handling, it was not always the most comfortable bike unless you found yourself on well-paved road surfaces.

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Image 8 of 16

Riding this bike right before made me more aware of just what a perfect all-rounder the Gallium Pro Disc is. The bike offers pro-level performance and responsiveness, no matter if you were tackling a demanding climb or merely training around Regents Park in London.

In many ways, it’s the perfect bike for those who race but want to be able to take the same bike out on their weekend club ride.

When Argon 18 was redesigning the frameset for disc brakes, it increased the tyre clearance to 30mm. There’s a 27.2mm seatpost to provide more comfort, as the narrower diameter seatpost can deflect more.

There’s a chainsuck protector on the chainstay, flat mount disc mounts and a BB86 press-fit bottom bracket.

For those who have ridden the original Gallium Pro, you will not notice much change in the geometry, and the same sturdiness in its build is evident, particularly when it comes to tackling hills.

The handling surprised me on this bike, I expected it to be quite twitchy, but Argon 18 has opted for a relatively slack headtube angle, which allows the whole bike to move with you, creating a very smooth ride.

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Image 10 of 16

The Gallium Pro Disc uses thru-axles, but rather than the more conventional systems seen on most other road bikes, Argon 18 has adopted the unique Naild thru-axle.

It features a safety device that prevents the lever accidentally opening. You have to depress the red tab to release the lever.

On a medium frame, the brand has put 415mm chainstays, the minimum recommended by Shimano to avoid the potential for chainline issues that can occur with the wider 142mm rear axle needed to accommodate the disc brake.

Finally, the same 3D System has been used in the headtube, as the original bike, for easy height adjustment, with three head tube heights available on each frame size.

'True innovation begins where others settle for status quo. Argon 18 keeps pushing forward. Always. Cycling is our passion, and Argon 18 makes bikes for people who share our love of riding,' said Gervais Rioux, Argon 18 CEO and Founder.

'That focus and commitment has taken our brand to a stronger place in the market.'

Overall the Argon 18 Gallium Pro Disc is a fantastic all-rounder that will help you shave a few seconds off your Strava PBs.

Size tested: 52
Weight: 1230 grams (frame & fork)