This article was originally published in Issue 74 of Cyclist Magazine

Words James Spender Photography Mike Massaro

What better place to start hunting down forgotten gems than the oldest marque in the game? Founded in Milan by Edoardo Bianchi, the Italian company lays claim to being the longest surviving name in the business, with a heritage dating back to 1885.

Over its 133-year history it has won pretty much every race going, with riders such as Fausto Coppi, Felice Gimondi, Marco Pantani, Mario Cipollini and Jan Ullrich, and is still notching up victories today with the LottoNL-Jumbo team.

Bianchi’s pedigree is as rich as its bikes are diverse, so when Cyclist visited the Bianchi factory on the outskirts of Treviglio in northern Italy, we needed someone who knows their tubing, and luckily we found him: creative director and de facto bike curator Fabio Belotti, an employee of 41 years who has worked on some of Bianchi’s most famous bikes.

Here he talks us through just a small selection of its vast back catalogue, but before he leads us to a secret lock-up in a disused part of the factory, he decides we need a brief history lesson about the one thing that has united the company’s bikes through the ages. Well, nearly.

‘Everyone thinks of Bianchi as the “Celeste” company, but once upon a time our bicycles only came in one colour: black. The first ones we found in Celeste are from 1912.

‘Our legend is that Edoardo Bianchi took inspiration for the Celeste colour from the eyes of Queen Margherita, who he was teaching to ride a bicycle. Over the years the colour has changed from a little more green to a little more blue.

In 1990 we created the official pantone CK, and in 2016 I created the slightly more fluorescent CK16. But even though the colour is always changing, for every Bianchi rider it has always been the same. All thanks to Edoardo.’

Marco Pantani Mega Pro, 1998

‘This is the jewel in the collection – Marco Pantani’s double-Grand Tour-winning bicycle from the 1998 season, when he won the Giro d’Italia and the Tour de France,’ says Belotti. ‘The model is the Mega Pro, made from Dedacciai 7000-series aluminium.

‘The frame weighed 850g, which was incredibly light back then, and would have been quite dangerous for many riders but not for Marco, who was only around 50kg when he was with us and riding for Mercatone Uno.

‘It had Campagnolo Shamal wheels, some of the very first deep-section wheels, all in aluminium. Just look at the spokes! Twelve at the front and 16 at the rear – crazy! And the gears. Nine speed, 12-21 cassette and a 53/39 chainset. Marco was incredible.

‘The Mercatone team colour was yellow. I remember one of their designers came up with a kit that was yellow with brown and green, but it was not so nice, so I combined a different tone of yellow and put it with Celeste.

‘At the beginning people said, “Oh wow, that is terrible!” but when Marco started winning on it everyone loved it. Marco once said these were his favourite colours. We make our carbon Specialissima in this colour now to celebrate this. I am hoping Selle Italia will do a remake of the “Il Pirata” saddle too one day.’

Disc Brake Chrono Prototype, 1996

‘I think this is possibly the first ever disc brake road bike, predating disc brakes on mountain bikes even. The callipers were made for us by Formula, with hydraulic pistons pulled by normal cables. Look at these rotors – 125mm, tiny! It’s funny, the front wheel has so many spokes but has been radially laced, which is a very bad idea for the twisting forces of disc brakes.

‘We made this bike for the Russian rider, Evgeni Berzin. It is Columbus Hyperion titanium, and the big tubes have been bent from sheet metal and seam-welded. The idea of the Pantani chrono bike started here.

‘We made a lot of prototypes for Berzin – he was a great innovator. But at the time, when Grand Tours were obsessed by mountains, this bike was too heavy for him, so I think he never raced it.

‘That’s a shame as I think it is beautiful. The shape is fantastic. You see that line around the wheel? The curve goes down under the bottom bracket like a spoiler. You could not do this now because of the UCI rules, but back then it was the most exciting time for designers. We could make our fantasy a reality.’

Mario Cipollini Time-Trial, 2005

‘This was for Mario’s last Grand Tour before he retired. So it was not his last race really – he went over to America and rode exhibitions and then came back to Europe, then he retired [only to un-retire for a few months in 2008 with Rock Racing].

‘This bike has only been ridden once, for the prologue. It was an evening stage, and Mario – you know he is crazy – had this fluorescent skinsuit made with these silver veins on it and all his race wins written down the legs, so to match I designed the paint for this bike: fantastic pink with luminous white veins that glowed in the dark.

‘Mario is a really big guy, so the frame is very long, but he was super-flexible too, so it is still a very low position. The tubing is aluminium, drawn and made for us by Deda. The fork is from Oval, and it has slits in the legs for aerodynamics. The bars are ITM [although a careful look reveals some cunningly placed black electrical tape], the groupset is of course Super Record and the wheels are Campagnolo also.

‘The rear wheel is a Campagnolo Ghibli, which was the first lenticular disc wheel when it came out in 1983. He also rode a Bora wheel that night, but not this one. This one is newer.’

Bianchi C4, 1986

‘The C4 company was started by an ex-R&D employee from Bianchi, and it made these bikes for us, which were among the first carbon fibre monocoque bikes in the world. It is incredible without the seat tube. The production run was very small, as you might think, but they were raced. This one belonged to Moreno Argetin, who rode for the Sommontana-Bianchi team.

‘The concept was aero, but at the time only Formula 1 teams went to the wind-tunnels, so really this is made by, let’s say, intuition and sensation.

‘We made the top silicone grommet over the seatpost as underneath it is not so nice – there is a big hole in the frame either side of the seatpost – but this is so the seatpost can tilt forwards or back, which is done by screwing the two horizontal bolts, so the effective seat tube angle can be changed.

‘The Ambrosio wheels and specially shaped Campagnolo water bottle show more aero thinking. The water bottle is very beautiful, but it is so hard to remove from the cage!

‘Once again this design was soon banned by the UCI, and C4 no longer makes frames anyway – it now specialises in spear guns for scuba diving, and flippers.’

Bianchi Steel Road Bike, circa 1951

‘I think this is in original condition, and is from around 1951. You can tell because it has the rod lever shifting system but also has a bolt mount for a rear derailleur, which became more popular in the early 1950s. The tubing is possibly Reynolds, and almost every part is made by Bianchi, even casting our own lugs.

‘I love the gear system [a Campagnolo single-lever Paris-Roubaix derailleur] – it was crazy. There are teeth on the ends of the hubs, which meshed with teeth on the inside of the dropout.

‘To change gear you turned the lever on the seatstay, which twisted a rod that undid the quick release and moved the derailleur to select a gear, but to make the chain change sprocket you had to pedal backwards at the same time!

‘The chain tension either pulled the wheel forward [bigger sprockets] or gravity rolled it backward [smaller sprocket] along the dropout track. Then you retightened the lever. Brilliant, but just crazy. Especially when you think there was no asphalt in those days. We can say this was one of the first gravel bikes, I think.’

Military Folder, circa 1940

‘These were produced between about 1930 and 1950, and we can say they were the first fold-up, full-suspension bikes. At the rear there is a coil shock on the top of the seatstays, and there is a steel plate that flexes like a spring where the chainstays meet the bottom bracket.

‘The front has pivots at the fork dropouts and little suspension shocks with oil damping on either of the fork legs. It still works fine even now!

‘These were Italian military issue, so there are rifle mounts on the top tube and a rack for the soldier’s equipment. Everything had to be very reliable, so the grips are wooden and the tyres, made by Pirelli, are solid.

‘However if you were a captain you got pneumatic tyres and more gears. The front and rear wheels are interchangeable. The whole bike folded up – there are hinges in the top tube – so it could be carried on the back.

‘It must have been hard because these things weighed about 35kg. It was a very successful product, though – we made around 50,000, which helped to keep Bianchi going during the Second World War.’

Johan Museeuw Paris-Roubaix, 1994

‘We used to be able to design all kinds of things [before the UCI tightened its rules on bike design in the late 1990s], so for Paris-Roubaix we made this one-off bike for Johan.

‘It has the Roubaix RockShox suspension fork on the front, and a full suspension at the rear as well. It looks very big, but it only produced a small amount of travel, maybe 30mm. We had to use an XTR mountain bike cantilever brake from Shimano on the back because there was nothing to bolt a road calliper to. The rear triangle is steel, the rest is Columbus Altec aluminium.

‘I remember the weather was awful, and I think Museeuw punctured in the final breakaway. Then when he tried to unclip his foot got stuck in his Diadora pedals and he became so angry he threw the bike down and changed to a different bike for the rest of the race [Museeuw finished 13th].

‘He very much liked the bike in testing, but in the race it was a different story. This bike was never a production bike, but really that is because of rule changes and the cost, which was about £15,000.’

Marco Pantani Time-Trial, 1998

‘Another bike from the “House of Pantani”. We have many! He was a rider that changed everything to the millimetre, and we would end up building so many frames for him – 40 in a season – and so we ended up with quite a lot. He used this one in the Giro and the Tour in his double season.

‘As you can see the geometry is incredible. The front wheel is 26-inch, the rear normal, to achieve the very aero position. The seat tube was cut precisely to his measurements, and the head tube is less than 90mm.

‘We developed the bars with ITM and they are welded directly onto the crown of the fork, meaning his hands were sometimes below the top of the tyre [and still well below the headset when on the bar extensions].

‘We shaped the tubes like aeroplane wings, but even at this time it was all theory and sensation. There were no CFD computer programs to help us.

‘The tyres are 19mm. Sometimes Marco rode 21mm, but that was it. Even on his road bike he always preferred 19mm tyres. It’s crazy when you think about it now.’

Magnus Backstedt Paris-Roubaix, 2004

‘This is the actual bike Magnus Backstedt won Paris-Roubaix on in 2004. It might look quite normal but it is actually made from special titanium by Bianchi, with the Dedacciai sticker because officially they were the sponsors. He loved this bike, and he loved titanium. We made him many titanium bikes for different teams.

‘The material was very good for being light, strong and tough. It needed to be, as Backstedt was a huge man, so he needed a 63cm frame.

‘To keep such large triangles stiff we used a bi-ovalised down tube, where there is a horizontal oval cross-section at the bottom bracket and a vertical oval at the head tube, and we filled the frame with special foam to reinforce it but stay light.

‘The foam starts as liquid and was pumped into the bottom of the seat tube, then the frame was put on a vibrating table to shake the bubbles out before the foam hardened. Some of Pantani’s bikes had this too – it really worked. You can see the dents in the top tube, but he rode it like that.

Following a tough couple of weeks for bike brand 3T, in which its presence in the professional peloton ended with the closure of Aqua Blue Sport and riders from that now defunct team let loose with criticism of the bikes, the brand is looking to the future with a new build option for its 1x specific road bike.

Reposted to its social media channels, the bike shown comes equipped with a Rotor drivetrain boasting 13 sprockets, giving an even greater range of ratios to that offered by the SRAM 11-speed the bikes are supplied with presently.

The Rotor system was previously showcased at Eurobike, and was presumed to be aimed at the mountain bike sector; this is the first time we've seen it mounted on a road bike.

This is a leap both in terms of gears and in the way 3T is trying to look to, and secure, its future.

High profile criticism throughout the season from riders and staff at Aqua Blue culminated in the negative reviews from riders once the team ended – mostly arguing that the range of gears was too restrictive and chain-drops were too common.

But a move such as this 13-speed option will once again raise the possibility that the Strada could be seen in the pro peloton. 

Stu Bowers, Cyclist's print deputy editor was certainly a fan of the 11-speed version when reviewing the bike, although he was less enamoured of people questioning whether a 48t front chain ring was 'fast enough'.

It wasn't long ago that people were threatening to riot over the use of disc brakes on road bikes (and some people still haven't got over it), so perhaps with time the majority of us will come round to the idea of 1x road bikes.

Or at least not get so worked up about other people riding them.

This article was originally published in Issue 75 of Cyclist Magazine

Words James Spender Photography Juan Trujillo Andrades

It’s mid-April and Port Grimaud on France’s southeast coast is still half-asleep. It’s blissful. The harbour water is like plate glass, the sky hazy blue and the air breathless. By 8am we’re spinning along an empty bike path towards St Tropez.         

This is the first time I’ve seen our trio of bikes collected together in full flight, and as we pass a mirroring shop window, I think even the harshest critic would be hard pressed to describe them as anything less than fantastic.

There was much deliberation over how to label these bikes for the sake of this test. Candidates such as ‘boutique’, ‘custom’ and ‘superbike’ were floated, but as the terracotta roofs and towering boat masts of St Tropez peel into view, I think there is no better collective term than ‘dream bikes’.

This is exactly the scene my mind has wandered to time and again over the last month, perhaps in response to ever more sensational headlines about inhospitable weather fronts.

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Image 2 of 35

And these are exactly the kind of bikes about which I dream. Not necessarily the fastest or the lightest. No gimmicks to make them more comfortable.

Just elegant, beautiful, finely crafted machines in the classic bike mode, albeit with some first-rate technical touches and astonishing prices. We did say dream.

Divine inspiration

First up, we have the Passoni Top Force. In many respects this bike is so normal as to appear almost nondescript – nine metal tubes welded together to form a traditional diamond frame.

But if you know what you’re looking for, and you’re looking for it in the right light, nothing could be further from the truth.

Passoni was founded by Luciano Passoni in 1989. Five years earlier, out on a ride himself, Luciano chanced upon a man named Amelio Riva, halfway up Lake Como’s Madonna del Ghisallo climb. Riva’s bike sparkled in the sun, but not like chromed steel.

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Image 3 of 35

That’s because it was titanium, made by Riva’s own hand, and Passoni realised he was looking upon the future. He proceeded to commission a bike to be built for himself, and was so impressed that he tried to convince Riva that the pair should go into business.

Riva said no, but that didn’t stop Passoni. He decided to go it alone and in 1989 debuted his first titanium bike, the Top, of which the Top Force is a direct descendent.

Riding the Passoni today is Therese and, just like Riva’s inspirational bike did, the Top Force glints and shimmers in the morning light as she climbs from St Tropez to the town of Gassin.

At the crest, Therese declares the Top Force to be incredibly stiff, which she claims was great on the spikier gradients of the climb but less than comfortable on the rutted false flat near the top.

By contrast, my other companion for the day, Peter, cannot heap enough praise on the Parlee.

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Image 7 of 35

Like Passoni, Parlee is an eponymous brand from a man who at one stage knew nothing about building bicycles. Bob Parlee cut his teeth fabricating boat hulls from composite materials in Massachusetts, USA, expertise he brought to bikes with his first carbon fibre frame in 1999.

The breakthrough quite literally came in 2002 when Tyler Hamilton crashed and snapped his frame at the Giro d’Italia, revealing that his Look-branded bike was actually made out of carbon fibre by Parlee (the crash wasn’t Parlee’s fault but the result of a defective freewheel).

Since then the US builder has gained an almost cult-like following in premium carbon fibre, and Peter’s Z-Zero Disc is the current zenith.

Parlee will, and does, paint its frames if desired, but the Z-Zero is most usually seen in this naked, waxed finish, all the better to show off the exceptional construction.

The tubes are roll-wrapped in-house (where pre-preg sheets are wrapped around a mandrel and cured) to create the desired ride characteristics – stiffer for heavier riders, for example.

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Image 9 of 35

The tubes are joined in a tube-to-tube-cum-monocoque hybrid fashion, where tubes are cut and mitred, intricately wrapped and then each joint put into a clamshell mould with bladders inserted inside the tubes, before being heat-cured.

This, says Parlee, helps save precious weight while allowing it to dial in very specific ride characteristics, because the stiffness and flex offered by each joint can be carefully controlled. Whatever it has done, Peter is clearly enamoured.

Rounded personality

By the time we descend from Gassin, a searingly fast series of dives through tree-shrouded roads, and back to the flat coastal drag, Peter has used the word ‘awesome’ at least four times, and starts to expound a theory as to why.

Round tubes, of which the Z-Zero is made, he reckons, put up a more uniform response to stresses and strains coming from different directions than non-round tubes.

This uniformity of shape means greater predictability of frame flex and movement, which inspires greater confidence, especially when descending.

But moreover, says Peter, whatever carbon fibre magic Parlee has woven into the Z-Zero has manifested in a frame that although stiff, doesn’t feel lifeless.

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Image 10 of 35

‘It’s like the perfect blend of carbon stiffness and steel springiness, though with the emphasis on the stiff.’ By comparison, Therese is still not entirely convinced by the Passoni.

She happily keeps pace on the descent, but when the road flattens out and the pace drops from gallop to canter, she reiterates that the frame ‘is just a bit too stiff, and the handling a bit too twitchy’.

For my part, I’m having a similarly interesting time on the Festka.

On looks alone the Festka Scalatore makes the black-on-black Parlee and silver Passoni appear ordinary. The near-radioactive pink has been selected to commemorate this year’s Giro, and the build kit is similarly exotic to match.

As seems de riguer among framebuilders, Festka has built the Scalatore around Sram eTap. That means there’s no finicky, gram-sapping internal cable routing to deal with, which helped achieve an incredibly impressive frame weight of 740g.

That’s no mean feat for a handmade bike, which as per the Passoni, handmade in Milan, and the Parlee, handmade in Massachusetts, the Festka is.

A few weeks ago the Scalatore was just a pile of tubes and carbon plies in Festka’s workshop in Prague in the Czech Republic.

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Image 12 of 35

Sram’s brakes have been eschewed in favour of eeCycleworks eebrakes, a one-man start-up from the States now so successful it has found investment from Cane Creek.

The set, with pads, weighs less than 200g – 60g lighter than Sram Red counterparts. However the biggest, most exotic weight savings are to be found in the saddle and wheels.

The all-carbon Selle Italia C59 perch weighs just 63g, and the Lightweight Gipfelsturm wheels a mere 1,015g. They both look highly impractical, from the wafer-thin saddle to the carbon spokes, but both seem exceptionally strong.

The saddle is rated to seat a 90kg rider while the wheels support 110kg, say both companies.

Whatever, they have helped create a 5.6kg super-climber that, thanks to the supremely light and stiff Lightweights, accelerates with the verve of a drag racer. Yet there is a downside.

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Image 16 of 35

The ridiculous and refined

Most people will head to the Alps for a climbing-based riding holiday, but the French Riviera serves up its own heady cocktail of climbs too. OK, they’re not quite as steep as Alpe d’Huez

or as prolonged as Ventoux, but they are testing and come regularly. So before we wind up from Rayo-Canadal-sur-Mer and back down to La Lavandou, before arcing for home, I swap bikes with Peter to see what all the fuss is about.

For climbing, we both agree the Festka is leagues ahead of the Parlee, and that’s saying something. I would happily describe the Parlee as an excellent climbing bike, but there’s no escaping the Festka’s incredible stiffness-to-weight ratio. The thing virtually rides itself uphill. 

However, every time we hit a descent, the tables turn. The Festka will hold a line, but you have to concentrate to do it, especially on rougher roads where its lightness means it wants to skip. 

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Image 15 of 35

The Parlee takes everything in its refined stride, distilling each corner into a few, easily executable movements. And thanks to the disc brakes, it has incredibly assured and equally rapid stopping power.

If the two were dinner guests, the Festka would be sozzled by nine, but terribly entertaining company nonetheless, while the Parlee would be still claiming it was fine to drive at three in the morning with a scotch in one hand.

So what of the Passoni? According to Therese, it would have gone to bed at 10pm, having stuck to the fizzy water all night because it had a race in the morning.

‘This would be a really fantastic crit bike,’ she enthuses. The pity is it doesn’t seem suited to more leisurely, all-round riding.

The price of dreaming

We wind up our Riviera tour back in St Tropez, one of the few places on Earth where our dream bikes might actually seem cheap. Apparently, the record bill for a night on the town here was recently shattered by a gentleman who managed to spend €1.2million in a single evening.

As we sip on coffees, our conversation turns to money, bikes and value. Yes these are dream machines, sublime to ride, full of character and fantastically pretty.

But it’s impossible to ignore the price, and with it that nagging question: have bikes become disproportionately expensive, and are these the three guiltiest parties?

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Image 17 of 35

It’s not an answer per se, but I can’t help recalling a factoid from David V Herilhy’s book Bicycle: The History.

In it he describes how the original laufmaschine, designed by German baron Karl von Drais in 1817, was an answer to a puzzle posed in 1696 by French mathematician Jacques Ozanam, in which he asked how ‘one could drive oneself wherever one pleases, without horses’.

The first running machines were obscenely expensive, Herilhy recounts, and remained so up until the early 20th century, where the modern safety bicycle (the format we share in today) still cost three times the average monthly wage.

I don’t see this fact as justification for the prices of the bikes we’ve been riding, but I find it interesting nonetheless because it shows that, even far back in history, people saw huge value in the bicycle that transcended fiscal judgement.

It’s this feeling I can’t escape either. Could I bring myself to part with this much for a simple bike? Like most people I will probably never be in a position for that to even be a question.

But if money was no object and I wanted something that’s like nothing else around? I’d be queuing at Festka’s workshop door before it even opened, as I think Peter would be camped outside Parlee’s.

Therese? She says she could be convinced, just maybe not this time around.

The bikes

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Image 21 of 35

Festka Scalatore

A super-light super-climber from the Czech Republic

Model: Festka Scalatore
Groupset: Sram eTap
Gearing: 52/36t, 11-28t
Wheels: Lightweight Gipfelsturm tubular
Tyres: Tufo Elite Ride tubular 23mm
Finishing kit: 3T Superleggera Team Stealth bars, 3T Arx LTD stem, Festka seat topper, Selle Italia C59 saddle
Weight: 5.67kg (56cm)
Price: Approx £12,100 as tested, approx £5,600 frameset
Contact: festka.com 

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Image 22 of 35

James's summary:

The Scalatore’s lightness influenced every aspect of the ride feel. To begin with, it came through as a bit skittish, and I wasn’t sure if maybe Festka had gone too light with this build – the frame is around 740g, the wheels 1,015g.

But it seemed to sprint powerfully enough, and as I adapted to its quick handling and lively ways I became endeared.

An ultra-light bike with ultra-stiff wheels will flatter any rider in the same way an aero bike does, and while I’m a realist, I do enjoy pretending like I’m Quintana from time to time – an illusion the Scalatore creates with huge success.

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Image 24 of 35

It’s not perfect, though. Very nearly, but not quite. The Lightweights are lovely but they’re tubular, which I think is impractical if you’ll be looking to ride this bike far and wide – which you will – and the Scalatore’s descending character won’t be for everyone.

I grew to love it, but at first the Scalatore did feel slightly unhinged bowling down twisty roads. But for me that’s all part of the appeal in a top-end race bike. As much as it flatters it should also make you work for it, at least just a bit.           

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Image 25 of 35

Passoni Top Force

The titanium craft has never shone so bright

Model: Passoni Top Force
Groupset: Campagnolo Super Record EPS
Gearing: 52/36t, 12-27t
Wheels: Passoni P44CC
Tyres: Vittoria Corsa G+ 25mm
Finishing kit: Cinelli Neo Morphe bars, Cinelli Neos stem, Passoni titanium seatpost, Selle Italia SLR Kit Carbonio saddle
Weight: 7.59kg (53cm)
Price:£14,700 as tested, £7,520 frameset
Contact: passoni.com

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Image 26 of 35

Therese's summary:

I know it has nothing to do with ride performance, but the standout feature to me is how the Passoni looks. Terms like artful, classic and timeless all sound very clichéd, but this is the kind of bike that inspired those clichés. 

The carbon parts – fork, stem, bars and cages – are finished in a glassy dark blue that sparkles in the sun in a beautifully understated way.

The smooth welds and finish of the titanium tubes are unlike anything I’ve seen before, and I love the little detail of the Italian flag on the front brake cable. It’s totally unnecessary but brilliant all the same.

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Image 28 of 35

This is a compact frame and the tubes are chunky, so I was expecting it to be stiff, but not quite this stiff. It would be superb for racing, but would you feel comfortable risking such an expensive bike in a bunch sprint? I wouldn’t, yet nor would I want to ride such a stiff bike for long, relaxed Sunday rides.

So I’m conflicted. This is a stunning bike that I’d love to own, but I’m not sure when and where I’d be best placed to ride it. Mind you, this is custom, so there is no reason why Passoni couldn’t build in a bit more comfort with tweaked tubes and clearance enough for 28mm tyres.

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Image 29 of 35

Parlee Z-Zero

The latest evolution of Parlee’s US-built flagship ticks all the boxes

Model: Parlee Z-Zero Disc
Groupset: Sram eTap Hydro
Gearing: 50/34t, 11-28t
Wheels: DT Swiss ERC 1100 Dicut
Tyres: Vittoria Corsa Speed tubeless 25mm
Finishing kit: Parlee bars, stem, seatpost, Fizik Arione saddle
Weight: 7.27kg
Price:£13,449 as tested, £7,779 frameset
Contact: parlee.com 

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Image 30 of 35

Peter's summary:

The main thing that stood out for me about the Z-Zero was the way in which it managed to combine rigidity with responsiveness. On the flat it felt like a cruiser, but when we hit the technical descents towards the coast it showed its true racing side.

I could really feel what the tyres were doing through the frame, but without the hand-numbing road buzz or jarring sensations of some bikes, and the handling turned from stable to ultra-sharp at precisely the points where I needed it to.

I’ve ridden around the French Riviera a lot down the years, and I don’t think I’ve ever taken on the local descents with more confidence or speed.

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Image 32 of 35

The only negatives I can think of are the Parlee bars, which feel oddly wide and gangly, and the tyres. The Vittorias are great, but Parlee has given the Z-Zero vast tyre clearance, so I’d fit 28mm versions if I had my time again, for even more grip through the corners.

That’s the other great thing about the Z-Zero. There’s room for up to 32mm tyres, which means it will cope with gravel as well as tarmac. It certainly feels indestructible enough to take off road. So although it’s insanely expensive, in a sense it’s actually multiple bikes in one. A truly awesome ride.

Kit picks

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Image 33 of 35

Café du Cycliste Mathilde bibshorts, £235, cafeducycliste.com

James says: ‘Café du Cycliste describes these as “audax”, which is somewhat misleading in the British understanding of the term. Yes they are great for  distance riding, and I happily rode all day in these, but they also have a racy cut and compressive material that gave them a sporty edge.’

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Image 34 of 35

HJC Furion helmet, £149.99, extrauk.co.uk

Therese says: ‘Apparently HJC started life making motorbike helmets in the 1970s, and I think it shows. The construction feels solid and very “safe”, if a little overbuilt and under-vented for a hot ride. It’s been wind-tunnel tested, and is currently on the heads of Lotto Soudal. Is it fast? Well, Lotto’s André Greipel is pretty quick.’

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Image 35 of 35

Specialized S-Works 7 shoes, £330, specialized.com

Peter says: ‘Specialized has now reached stiffness index level 15 with these shoes. Who knows how they quantify that, but I do know these are brilliantly stiff. The new Boa dial closure is comfortable, but it’s the repositioned cleat drillings I noticed most, which force the cleat further back to a position that helped me generate power.’

Previously known as B’Twin, Decathlon’s high-end road bikes will now be sold under the Triban brand. Launching with two bikes starting with the £529 Shimano Sora equipped RC500 and Shimano 105 equipped RC520, both models now benefit from disc brakes and tubeless compatible wheels, along with an entirely redesigned aluminium frames.

Comfort is the key criteria, with all design choices supposedly stemming from this desire.

Featuring clearance for up to 38mm tyres or mudguards, a low-hanging chassis leaves plenty of standover along with enough seatpost extension to add some dampening.

With both models employing a carbon fork, Decathlon reckons they’re the comfiest bikes it’s ever produced.

These new bikes will replace the brand’s existing models. With the current Microshift equipped Triban 500 and Shimano Sora equipped 520 retailing for £350 and £500 respectively, both have frequently been held as the perfect entry-level bike.

Shifting in massive numbers, they’ve been many rider’s first ‘proper’ road bike. Nevertheless, despite their popularity, both have grown a little outdated.

Most notably in their use of narrow tyres and triple chainsets. It’s therefore good to see these areas addressed, even if the new bikes have jumped up in cost.

Anyway, Decathlon will still continue to provide some alternative and cheaper drop bar models.

Keen to get the first spin, we popped down to the brand’s Surrey Quays store to take a look.

Triban RC500

The lower spec RC500 costs £529 and uses mechanical Promax discs and a Shimano Sora 9-speed groupset. With the cables running under the handlebar tape and employing slimline shifters, Shimano’s entry-level parts still look and feel very neat.

Pleasingly clunky and definitive in their shifting, the gaps between gears are a little noticeable towards the easier end of the cassette.

Still with both bikes using a compact 50/34t chainset and wide 11-32 cassette the range of gears is huge.

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Image 2 of 18

Triban RC520

By comparison, the £729 Triban RC520 uses Shimano’s just released R7000 mechanical 105 groupset. Given the price this is bonkers.

The shifters alone retail for £200. With a shadow rear derailleur design and 11-gears, it’s phenomenal. You can find full specs here.

In order to marry this with the hydraulic disc brakes and not blow the budget, the RC520 employs TRP’s Hy/Rd hybrid callipers. These use a standard mechanical cable to actuate a hydraulic system whose reservoir is located atop the brake.

Unlike many makers who try and sneak in a cut-price chainset, Triban also cough up for proper Shimano models with external bottom brackets on both bikes.

On the road

Despite being a French company the new Triban bikes have been designed both for British conditions and to suit British riders’ progressive tastes.

This is evident in the relaxed handling, broad tyres, and wide gearing.

Off the bat, the rebranded bikes both look slickly put together. Fitting with their comfort billing, the geometry is decently upright and not too stretched.

Hopping on, the result is a bike that’s likely to be as easy to keep a hold of on a hundred mile ride as it proved to be on a quick blast.

Coming with 28c width tyres as standard, these are fitted to tubeless-ready rims. With space for up to 38c tyres, the option to fit wider models, or squeeze on additional mudguards, are both possible.

There’s even the capacity to go gravel riding, with rumours of a dedicated model to follow in the medium term.

So they look good, but how do they ride? On my initial trip out it was hard to identify a weak link in either machine. Crucially the wheels didn’t sandbag the bike.

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Image 13 of 18

Often a stumbling point on cheaper models, their low weight, 1,800 grams on the RC520 and 2,000 grams on the RC500, meant both fairly raced along.

With quality bearings, wide rims, and tubeless compatibility they more than hold their own.

Fitted to them, the wide 28c tyres made jaunts across cobbles or light off-road stretches fun. Despite being on the chunkier side, they proved grippy and should be puncture resistant.

The contact points, shared between both bikes, are also massively improved. The bars are a comfy shape and stiff, while the redesigned saddle is a huge step up from those previously fitted to Decathlon’s Triban models.

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Image 8 of 18

At both price points, the respective Shimano groupsets represent great value. Braking on both models was also good.

On the cheaper RC500, the Promax brakes proved the equal of a standard calliper, possibly a little more powerful. They’ll also drastically cut maintenance thanks to longer lasting pads.

The RC520 was noticeably faster to stop thanks to its hybrid mechanical/hydraulic callipers. With power well above most solely mechanical systems, along with aesthetically and ergonomically pleasing levers, I'm a big fan. I'll even forgive the slightly lumpy looks of the brake itself.

Used on both bikes, the frame is nicely detailed. Although the cables run externally, their stops have been moved up the downtube to help keep them away from contaminating grit and grime.

The heavily worked tube profiles probably do something towards the eternal goal of being laterally stiff and vertically compliant, but of more interest to the average rider, they look like they’ve been pinched from a much more expensive bike.

Integration of the brake callipers is cleanly achieved using a post mount fixing. All the bosses for mudguards and racks are present, including ones on the front fork blades.

In the interests of simplicity and budget, the wheels employ standard quick releases.

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Image 6 of 18

Conclusion

Long after the novelty of Aldi and Lidl has worn off, going into Decathlon still feels like being on a free European holiday.

Its huge, hanger-like space is filled with every conceivable accoutrement for every sport imaginable. It’s very easy to wander in looking for an innertube and leave with an inflatable kayak and an archery set.

As a company, its stated aim is to get more people into sport. With the new Triban models it’s offering proper road bikes with modern design features in a package that’s silly value.

The brand should definitely achieve that aim. Composed, easy to ride, likely to be low maintenance, and highly adaptable, my quick spin had me loving the ride and scratching my head at the price.

Launching into stores in early October, there'll be an in-depth test in the near future.

Founded in 2014, FiftyOne is a relative newcomer to the custom carbon world, but it has already built up some impressive credentials. Founder Aidan Duff is an ex-pro who counts Tommy Voeckler amongst his former teammates.

If you travel to Dublin, where the brand handbuilds its frames, you’ll get fitted for the bike by Stephen Roche’s bikefitter, Aidan Hammond, while head framebuilder Aaron Marsh was schooled by Mauro Sannino, who made custom bikes for pros including Duff and went on to make custom frames for German giant Corratec.

Given all this cumulative experience, it may seen odd that FiftyOne makes just one bike. But every one of them is unique. 

Special measures

This bike was built specifically for me. I was measured up by Hammond and had various consultations with Duff about the type of rider I was and the type of characteristics I want in a bike. I also had free rein with the paint.

Duff told me that ‘everyone has a dream bike in their heads, the problem is they mostly don’t know what it looks like’, so his solution is to draw it out using Pinterest, the virtual pin board to which users upload pictures to create a collage of tastes.

Thus every time an image caught my eye – Kraftwerk’s Tour de France album cover, a Casio watch, a 1990s road bike – I’d stick it on my Pinterest board, which FiftyOne designers then used as inspiration for this scheme.

The result is this – a kind of pastiche of Greg LeMond’s carbon-tubed, aluminium-lugged TVT from the 1990 season. I was blown away when I saw it. Other people hated it. That just made me love it more.

I wanted the bike to reflect that I’m a bit of a chopper at heart, who might once have been a decent sprinter were it not for eating a bowl of Frosties and a Ginster’s pasty every day throughout secondary school.

Souplesse is not my forte, but I enjoy laying down what limited power I have and cornering and descending as fast as I can. I like stiff, I like responsive, but I also appreciate a bike whose grip and stability flatters my bike-handling skills.

To that end, the finished FiftyOne ended up long and low, with a 155mm head tube and 555mm top tube paired up with a 120mm stem (I’d usually happily ride a stock 550mm frame with a 110mm stem). As such, the immediate sensation of fit was less glove and more familiar boxing mitt.

Seat height and bar angle set, the FiftyOne felt like a bike I’d ridden a hundred times before, albeit in about as aggressive a position as I could realistically sustain.

I found myself gravitating towards riding in the drops, and I found my average speeds over known loops increased slightly, as did my power numbers.

More scientific testing would be necessary to prove a link there, but the fact remains, I felt comfortable and powerful on the FiftyOne, and the numbers did nothing to undermine this.      

Refinement refined

Handling was a big aspect of the custom brief and was an area in which the FiftyOne excelled, hitting a delicate and delicious sweet spot where nimble meets assertive.

On long, straight descents at 60kmh-plus it felt smooth and stable, but on tipping it slightly towards the apex of a corner it snapped into a new line as if dragged by wire.

I’ve ridden more ‘reactive’ bikes – you need only blink on a Bianchi Specialissima and it starts to turn – but there are few, if any, that manage to balance such agility with such stability.

If I had to explain it I’d say it’s a combination of marginally shorter trail (53mm, while many ‘race’ bikes come in around 55-57mm) and a longer wheelbase due to longer chainstays (412mm as opposed to 405-410mm).

In theory, short trail means fast handling, long wheelbase means stable at speed. In practice, the FiftyOne was tame enough to cruise on yet wild enough to let fly.

Simple yet sophisticated

Like any carbon framebuilder worth its resin, FiftyOne selects tubes based on rider weight and style. A 95kg rider can expect different tube layups to a 65kg rider, for example, and a different degree of wrapping around each tube joint.

This bike is therefore built to accommodate my 78kg physique, using specifically selected stays from Deda and tubes from Enve that meet over a FiftyOne-built T47-type BB shell (a splendid new standard that combines the 30mm bearings of press-fit with the non-creaking nature of a threaded BB).

The bike leans towards the stiffer end of the spectrum, but retains enough lateral flex that it still corners well over rougher surfaces.

That ability was bolstered by the 28mm Vittoria Corsa G+ tyres, which at 80psi made the bike glide like oil down silk, and delivered grip to make you wonder why we ever bothered with 23mm tyres.

There was a slight drawback, however. After several hundred kilometres small rub marks appeared on the inside of the chainstays, as the rear wheel flexed (quite naturally, all wheels do) under bigger loads.

It’s minor stuff, and largely due to the frame being rated for 28mm tyres but the Vittorias coming up closer to 30mm on Enve’s ultra-wide wheels. And, embarrassingly, me not noticing this.

It’s not a major issue, but as a customer I’d ask for even wider clearances, or be clearer about what tyre/wheel combo I was running before the build. But otherwise, I wouldn’t want to change a thing, and in particular I’d defend one crucial aspect of the FiftyOne to the hilt: the tube shapes.           

The chainstays are big and boxy, which makes for excellent power transfer, but the rest of the tubes are round, and in my experience round-tube bikes just ride better. 

Because they’re round, round tubes display the same mechanical properties through all axes of applied force, and this seems to create a bike that feels not only smoother but more cohesive and more balanced too, compared to an aero-tubed bike, for instance.

It’s no great revelation, but it is an engineering cue FiftyOne has employed to great effect, and buffed to a fine shine in this example through thoughtful design and really understanding the intended rider.

I’ve heard it said that most people don’t really need a custom bike, as the same fit points (hands, feet and backside) can be achieved by speccing certain-sized components on a stock geometry bike.

This may technically be true – I can certainly make most bikes fit comfortably enough – but the reality is, when executed to the level of this FiftyOne, nothing will ride quite like a bike made specifically for you. Nor will it look like it.

Spec

Cervélo was the pioneer of the aero-road genre with its Soloist back in 2002, so in the development of the newly-launched S5 and S3 the brand had more than 16 years of experience to draw from.

The entire chassis of the new Cervelo S5 has visually moved on from its predecessor but the most striking change occurs at the front end.

A V-shaped twin stem flows back from an aero bar into an external fork that sits in front of and over the head tube.

The new design apparently makes the S5 42 grams of drag more efficient than the outgoing design, when measured with a rider.

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Image 14 of 16

While Cervélo claims this reduces drag by creating unimpeded airflow along the toptube, the primary motivation for the design was internal cable routing.

It means the cables can run more smoothly into the head tube, which thanks to the external fork design is hollow except for a threaded rod that pre-loads the headset, so the cables can pass through the centre of the headset bearings and on into the rest of the bike.

Despite its highly integrated appearance, the cockpit it fully adjustable with 30mm of stem height available, along with stem lengths from 90mm to 130mm and bar widths from 38cm to 44cm.

Even bar angle can be adjusted in increments of 2.5° via a sequence of shims.

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Image 15 of 16

Elsewhere there are the usual claimed improvements in stiffness and weight - a 56cm painted frame weighs 975g, and according to Cervélo the S5 is now 25% stiffer at the bottom bracket and 13% stiffer at the head tube, the latter largely thanks to the aforementioned new design.

The Cervelo S5’s geometry has been considerably adjusted too, being tweaked to share the latest Cervelo R5’s measurements.

In general the bike is longer and lower, thanks to feedback from the WorldTour pros that have used the old S5, while handling has been relaxed and the bottom bracket lowered to promote stability.

A new set of WorldTour riders look stand to gain from that feedback as it has been confirmed that Team Sunweb will ride the bikes for the 2019 season.

Four builds will be offered with prices ranging from £4,899 for Shimano Ultegra to £9,699 for Shimano Dura-Ace Di2. There will be a frameset-only option available too for £4,299.

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Image 5 of 16

Another little detail would be the S5 is now disc-brake only, as is the S3 for now. Rim-brakes will eventually be offered for the lower-spec bike but it is clear where Cervélo is placing its bike design priorities.

The S3 is slightly more conventional in appearance than its radical big brother but still features fully internal cabling and an updated frame design that Cervélo says saves 102g of drag over the previous S3.

Cervelo S5 review - 2016

Peter Stuart - February 2016

The updated Cervélo S5 is the hot favourite to be Cav’s weapon for 2016, but does it still lead the pack?

When Cervélo released the S5 four years ago it felt as if the brand had lifted bike design to new heights. Scientific white papers, wind-tunnel tests and stiffness analysis all played a part in a grand engineering project aimed at creating the most aerodynamic bike ever. In that sense it was a success, but it alarmed some onlookers with its abominable curves and aggressive tube shapes. This revision is undoubtedly more handsome, but Cervélo now has some formidable competition in the fight to lay claim to the fastest bike on the market.

Trek and Specialized have taken integration to the next level by hiding cables and brakes from the wind on the new Madone and Venge ViAS respectively, but with the S5 Cervélo has tried to keep things simple. 

‘We’ve always sought to make the bike fit standard components,’ says Phil Spearman, product manager at Cervélo. ‘We have a catchphrase: “Hide the brakes from the wind, not from the mechanic.”’ 

Anyone who has ever owned a bike with ‘hidden’ aerodynamic brakes will know that while concealing them does wonders to reduce drag, it’s a headache when it comes to replacing cables or making minor adjustments. Cervélo instead wanted a bike that was completely up to date but still fundamentally traditional.

The handlebar may be the best example of this juggling act. Yes, it looks a little like the skull of one of the alien invaders from Independence Day, but its design manages to be both aerodynamic and practical. 

‘One of the final frontiers for us in terms of aerodynamic gains was the handlebar,’ says Spearman. ‘Any time you have a round surface in the wind it costs you, and the drag on the handlebar is surprisingly huge.’ Compared to some other aero bars it looks strange, but it works happily with a standard stem so it’s more versatile than most one-piece aero cockpits, and its design also makes it more comfortable than some other aero bars when sprinting in the drops.

As for the rest of the frame, Cervélo had a tough time squeezing out any additional aero advantages compared to the previous version. While this new model claims to save an extra five watts of power at 40kmh, the true performance gains have been made through practicality rather than tube profiling. For instance the head tube is lower, meaning the rider will naturally adopt a lower, more aerodynamic position. The new bike will also accept 25mm tyres, which are considered to be faster than 23mm when paired with the right rims. This was a big gripe with the previous model, which was restricted to 23mm tyres. 

The cutting edge

The S5 is an elite class of superbike. Clip in and immediately it delivers an overwhelming sense of speed, responsiveness and rigid power delivery. It’s lighter and lower slung than its predecessor, so feels substantially more aggressive. It skims over the tarmac, leaving only a low rumbling noise behind.

Aerodynamics can be difficult to quantify in the real world, but a bike like the S5 really proves the merit of cutting drag from a frame. I could talk about my power numbers and average speeds, but the most visceral display of the aerodynamic wonders of the S5 came when I was riding into a blistering headwind. With gusts of 65kmh on a long solo ride, I remember looking down expecting to see 20kmh on my computer screen, but the S5 resiliently hovered at around the 30kmh mark. While I’m not suggesting the frame gifted me a whole extra 10kmh, it was clearly contributing some free speed. What’s more, the S5 feels every bit the race bike.

The previous S5 had a tall head tube that often invited mockery from committed racers, as it seemed at odds with the bike’s racy intentions. The reason for it was to improve aerodynamics, but it wasn’t always easy to dial in an aggressive fit to the bike’s geometry. The head tube was also less rigid than rival frames, exacerbated by the comparative stiffness of the bottom bracket, which sacrificed some of the handling precision. The front end is now unquestionably stiff, and the S5 has that pleasing sense of propulsion when throwing it from side to side as it hums up to speed unabated. The handling, equally, is accurate and well balanced – as long as it’s a calm day.

Aerodynamic frames and sidewinds do not mix well. The Cervélo S5 probably boasts the most dramatically flattened tube shapes on the market, so it’s no surprise that it suffers in a crosswind. During one 70kmh descent on an A-road, I rode past a gap in the hedgerow and found myself scrambling to stay in my lane as the bike was blown across the road. Only part of that is down to the frame. After switching the wheels to a set of Bontrager Aeolus 5s (slightly shallower at 50mm and with a more rounded profile) stability was significantly increased. 

My mother asked me why I was taking a hammer to a £7,000 bike.

The only other flaw I found with the S5 was with the steerer insert, the anchor point for the top cap bolt that’s used to pre-load the headset. In modern bikes we might expect an expander bung to press directly into place within the steerer tube, but Cervélo uses an aluminium insert that’s glued into place. While that shouldn’t be a problem, the insert on this bike drifted out of place and proved difficult to reposition. 

Bashing it back into place during a visit to my family over Christmas, my mother asked me why I was taking a hammer to a £7,000 bike. I really had no good answer. Eventually I managed to fix the problem with the right tools and some epoxy, but this kind of thing really shouldn’t happen with a bike of this calibre.

Pro favourite

Those issues aside, the Cervélo S5 really is every bit the superbike, as revealed by the enthusiasm of the pro teams that ride them. The MTN Qhubeka pro team had the choice between a lightweight endurance frame (R5) and a more hefty aerodynamic one (S5), and riders such as Tyler Farrar, Edvald Boasson Hagen and Steve Cummings have stuck religiously to the S5 in all situations. In 2015 the new S5 was even their choice for the cobbles of the Tour of Flanders, something we would never have seen with the last iteration.  

A big part of the increased enthusiasm for the bike is a step forward in comfort, which is largely thanks to the tyres. The switch to 25mm has transformed the feel of the bike. Combined with the more decisive handling and lower-slung position, the new S5 has gone from an exercise in scientific precision to a fully rounded race bike. I also enjoyed climbing on it, as its stiff response had me edging my power up bit by bit. At a little over 1kg for the frame, it’s certainly no heavyweight either.

Cervélo has taken a different tack to its rivals. While Trek, Specialized and Scott have been busy in the wind-tunnel trying to find more aero gains, Cervélo has taken a bike that was already the epitome of aero and made it a better all-round ride.

Spec

WordsPeter StuartPhotography George Marshall

If roads had memories, the Mortirolo Pass could tell you some stories about 1994. It was during that year’s Giro d’Italia that Italy’s favourite son, Marco Pantani, chased Miguel Indurain up its punishingly steep inclines. Pantani flew up the road, bridging to the Spaniard before dropping both him and race leader Evgeni Berzin to take the victory on the stage.

His was the fastest-ever ascent of the Mortirolo (although it would be beaten two years later by Ivan Gotti) and had the tifosi in a frenzy.

Even watching it today on a grainy YouTube video, his ability to dance up the 20% slopes is a unique spectacle, and explains why the Italian had such enigmatic appeal.

A stone statue of Pantani, accompanied by a poem, now sits near the summit and stares down at riders with a mischievous smile.

Today, on a fresh autumn morning, there are no epic battles to be fought on the Mortirolo – just us, grinding away on its vertiginous inclines.

With me is Chris, a friend from home, and we are accompanied by Daniele Schena, who owns Hotel Funivia in Bormio and is by all accounts a monster (and a gentleman) on the bike.

While we are all climbing at a fraction of Pantani’s speed, I truly believe we may be suffering as much as he did. We are still many kilometres short of his statue, hauling our bikes from side to side in a feeble attempt to keep upright.

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Image 3 of 21

Ahead of us is a long day with two gigantic climbs, including the Gavia Pass that will greet us immediately after we’ve tackled the Mortirolo.

My mind drifts back to a more carefree time when I was fresh-faced and relaxed, sipping an espresso – about an hour ago.

Fall and rise

The Mortirolo was supposedly discovered by the cycling world after the famous Giro of 1988, when a snow blizzard created a dramatic and treacherous ascent of the Gavia (more on that later).

The organisers found the Mortirolo as an alternative pass over the ridge of mountains for future years, should the same adverse weather strike.

We’re spared any such snowy drama as we set off from Bormio into a cool autumn morning. The sun is beaming, but our initial descent sees temperatures of around 6°C.

Although it’s cold, we enjoy a beautiful ride through the Valtellina valley, where distant snow-capped peaks lure us onwards. By the time we reach the town of Grosio, the chill has convinced us it’s time to grab a coffee and warm up.

Grosio is an historic town peppered with medieval buildings, with the ironically named Castello Nuovo dating back to the 14th century. We pull into a cafe and Daniele winces with embarrassment when I ask for a cappuccino.

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Image 4 of 21

He quickly corrects the barista: ‘Tre espresso!’ He tells me discreetly that it is 10am, and so already too late to order a coffee with any milk.

Aside from the Italian tradition, Daniele points out that I’m in violation of the Velominati Rules so often mentioned in this very magazine.

‘You know Rule #56? Espresso or macchiato only,’ he says. Beneath Daniele’s hotel is a cycling cafe plastered with tributes to The Rules, as well as dozens of World Champion or leaders jerseys given to him by top pros. Many of them ride here and know him well.

He reiterates how challenging the Mortirolo will be – Lance Armstrong described it as the hardest climb he’d ever done. Daniele doesn’t hesitate in berating me for bringing a standard chainset rather than a compact.

With a mixture of caffeine and anxiety in my system, it feels about time to jump back on the bike. From Grosio we have a 5km roll to the base of the Mortirolo at Mazzo di Valtellina, and as the mountain creeps ever closer I can make out the road cutting viciously into the steep green incline.

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Image 5 of 21

When we hit the first ramp of the 11.5km climb I stand up to meet the 15% gradient. I heave on the bars, only to realise that there won’t be respite enough to sit down again at this pace.

I slow down, sit down and jab at my Di2 button in search of a smaller gear, but I’ve long-since shifted into my easiest 39/28.

Pantani’s peak

There are four routes up the Mortirolo. We chose to start from Mazzo di Valtellina, but we could have begun the climb from Grosio for a shallower and longer ascent.

Equally, the climb can start from Edolo, where it lasts 17.2km at 7%. The other option is a similar ascent to ours, beginning from Tovo di Sant’Agata and with different opening kilometres, but every bit as steep.

The early slopes are covered with trees, which on a warmer day shields riders from the summer sun. On a day like this it means we can’t appreciate our elevation gain.

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Image 7 of 21

The road simply extends into a dark forest, with a certain sinister mystery. As we climb, I find myself rocking in the saddle so I can get enough leverage on the cranks to keep moving.

There aren’t many climbs where only 3km in I find myself wondering if I’ll make it to the fourth.

Daniele, for whom these roads are the local loop of choice, doesn’t seem to be finding it hard. In fact, he’s treating us to a rolling oral history of the area.

‘You see these old stone houses,’ he says pointing at the dilapidated structures that sit alongside the ascent. ‘These are old medieval farmhouses.

They used to keep the cattle in the stables below the home to generate heat,’ he says. Chris valiantly grunts in response between deep gulps of air, while I stare fixedly at my stem and struggle to keep traction on the back wheel.

The Mortirolo is a cruel climb. Indeed even its name has a morbid subtext – morte in Italian means death.

In the first 5km, stretches of 12% and higher are unrelenting, with each kilometre marked by a sign showing the average as well as the maximum. Several kilometres average 14%, with spikes of close to 20% for hundreds of metres.

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Image 9 of 21

Chris and I enter a silent treaty not to push on any harder than we need to in order not to topple over, while Daniele continues his slightly intimidating, albeit fascinating, tour of the local history.

We leave the forest for a moment and emerge onto a wide open face of the mountainside, revealing views of the intricate maze of villages on the opposite side of the valley.

The town of Grosio, where we stopped for coffee, now seems an awfully long way away.

We arrive at a corner that’s signposted to inform us that there are 11 more hairpins, and as we round it we are greeted by Pantani’s stone monument.

I take this as the perfect excuse to stop for a breather.

Next to his statue sits an inscription, which reads, ‘A voi Ciclista! Chiedo solo un piccolo gesto, un piccolo saluto, un piccolo pensiero.’

It means, ‘To you Cyclist! I ask only a small gesture, a small greeting, a little thought.’

As we stand, another rider overtakes us. He’s an Italian who lifts himself from a red-faced effort to look at the monument and nod. ‘Pantani!’ he mutters as he passes.

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Image 10 of 21

After the statue, the climb becomes a little easier – possibly because we’ve been imbued with the spirit of the legendary climber, but mostly because the gradient is significantly easier.

The climb continues to pull at our heartstrings, and live up to its grisly name when we see ‘Ciao Michele’ imprinted on the road, in tribute to the sadly departed Michele Scarponi. Daniele says he knew him well.

The final hairpins boast back-to-back 16% ramps, and after the last of them I decide to collect my final shreds of energy for a sprint for the summit.

Partly it’s simply to get the climb over with, and partly to redeem my feeble speeds on the lower slopes.

Quite remarkably, Daniele seems to not even notice, and rolls alongside me continuing to use one hand to point out and describe surrounding oddities. Chris takes up the challenge and pips me to the summit.

‘That’s another Rule,’ Daniele smiles, in appreciation of our sprinting efforts. While I feel as though we did the ascent at a respectable pace, my time of 70 minutes seems rather pitiful compared to Pantani’s 42 minute 40 second ascent in 1994.

Once we reach the summit, the road adds insult to injury by flattening out and robbing us of a view of the valley below. There will be plenty of views ahead, though, as a grander and more famous climb awaits us.

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Image 11 of 21

The great Gavia

The descent from the Mortirolo to Monno is steep and a little nerve-wracking. Daniele shoots down like a gliding bird, while Chris and I try to stay in sight of his rear wheel.

By the time we reach the town of Monno, the road flattens out only momentarily before we’re climbing again.

The Gavia Pass proper begins at Ponte di Legno, but the ascent begins all the way back in Edolo, and offers 40km of uninterrupted incline.

The Gavia is not much like the Mortirolo but is more similar to its close neighbour the Stelvio, winding through forest and latterly onto a bare mountaintop moonscape.

However both of today’s climbs do share very similar elevations, with the Gavia Pass rising 1,363m to the Mortirolo’s 1,278m. The extra 4km of distance does at least make the Gavia a much kinder incline, although it isn’t without its unique challenges.

We’re straight into a 9% ramp out of the town, which to be honest feels virtually flat compared to the road up the Mortirolo.

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Image 13 of 21

After about 20 minutes we reach a set of widely spaced hairpins, with each corner offering a more scenic view of snow capped mountains than the last.

The Gavia has a colourful history in pro cycling, and specifically in the Giro. In 1988 it hosted one of the race’s most dramatic encounters, as Andy Hampsten won his now famous Giro victory in a snowstorm of epic proportions.

Hampsten entered the stage in fifth place, riding for Team 7-Eleven. His directeur sportif, Gianni Motta, allegedly told him that the Italians had no idea how tough the ascent would be, and so he was to empty himself on the climb to make his bid for victory. And that he did.

Freezing rain turned to snow halfway up the Gavia, and Hampsten launched an attack that left race leader Franco Chioccioli and the peloton in sludgy snow-covered roads that brought the race convoy to a stop. It won Hampsten the maglia rosa, and effectively the Giro.

Tunnel vision

We’re nearing the halfway point, and the wide smooth highway has given way to a cracked single-lane track, which ramps up to 10% for 3km.

It makes for a punishing 15 minutes, but the clear view of the road ahead makes it oddly more bearable than the Mortirolo this morning.

The trees begin to disappear, giving way to barren stone and moss. We’re at around 2,300m now, 500m higher than the summit of the Mortirolo, and we’re staring at a hole in the mountain – a long tunnel that will take us most of the way to the top.

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Image 12 of 21

We roll into it, and in the darkness the sound of heavy breathing echoes against the stone walls. I swear I can almost make out the faint noise of a heartbeat.

Beyond the tunnel, we can see the first of the Gavia’s two mythical lakes. Lago Nero and Lago Bianco carry the legend of two ill-fated lovers, a shepherd and an orphan girl, who were cursed by an evil uncle.

The uncle enlisted the help of the devil, who chased the lovers to the top of the Gavia Pass. To escape the devil, the shepherd and orphan girl turned into lakes, now impervious to the devil’s powers, although separated by the Gavia’s peak.

A kilometre at 10% pulls us up above Lago Nero, which quickly disappears from view behind us, and then we’re at the summit, tapping towards the Rifugio Bonetta mountain cabin.

It would be a good place for a coffee, if it were open, but with the temperatures beginning to drop in the early evening, we decide not to linger here long.

On the other side of the summit we’re introduced to Lago Nero’s ill-fated lover, the Lago Bianco, glittering purple and orange in the evening light. With a 22km descent to come, we calculate that we have about as many minutes to get down before it’s pitch black.

Fortunately the descent from the Gavia is nothing like the Mortirolo. Sweeping bends and clear views ahead allow us to stay off the brakes and flow downhill. The road is empty and our only interruption comes after about 8km when we reach a closed barrier.

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Image 16 of 21

Daniele explains there are roadworks ahead. Lifting our bikes over the barrier, I give him a pained look as I shiver, to which he says with a smile, ‘I believe that’s another Rule. Number five, if I’m not mistaken.’

Our chilly and dramatic descent seems only fitting after a day of cycling mythology. It was on this very descent that Hampsten won the Giro.

The stage leader Johan van der Velde had only a cotton cap for warmth and became so cold that in a confused state he dismounted his bike and began to walk down the incline.

Hampsten swept past and went on to win the stage and the leader’s pink jersey.

When the lights of Bormio come into view, I feel glad to know that we won’t suffer a similar fate. We pull into Daniele’s cafe and open a beer to rinse the battery acid from our legs.

As we relax, I think back to Pantani’s statue and wonder if his myth will endure as long as Lago Nero and Bianca. Perhaps many years from now, guides will tell of the playful, petrified spirit of cycling who mocks hapless English climbers with weak legs and cursed gear ratios.

Double jeopardy

Follow Cyclist’s route up two mythical beasts of the Giro 

To download this route, go to cyclist.co.uk/74gavia. Beginning in Bormio, descend the SS38 south toward Grosio.

At the town of Mazzo di Valtellina, come off the main road and follow signs for the Mortirolo Pass. Climb the Mortirolo (good luck) and descend directly over the pass down to Monno.

Here, turn left onto the SS42 towards Ponte di Legno, turning off the main road just after Pontagna to cut through Ponte de Legno. Continue onto the SP29, which is the Gavia Pass, over the summit and back down into Bormio.

The rider’s ride

Factor O2 Dura-Ace Di2, £7,750, factorbikes.com

I was under no illusions about the challenges of taking on these two peaks back-to-back, and I wanted a true climber’s bike. The Factor O2 was ideal, with a 740g frame and a super-light build kit headed by Shimano Dura-Ace Di2.

Sure enough, the bike that is Romain Bardet’s weapon of choice for the Grand Tours is a natural climber, with a stiff rear end that preserves the power efficiency that’s so vital while climbing.

I can’t say that I thank Factor for supplying me with a standard chainset (53/39) that made me plunge deep into the red, but to the bike’s credit it never seemed to wince beneath me.

Descending was accurate and predictable, and on pristine Italian roads the O2’s stiffness was perfectly pitched to give a feel for the road without disturbing the smoothness of the ride.

I’ve heard complaints that the one-piece bar/stem generates a little flex at the front, and if you wrench the bars up and down that’s true. But even during my biggest exertions I didn’t get the sense this really affected overall rigidity.

How we did it

Travel

We flew to Milan Malpensa and drove the three-hour stretch to Bormio. Public bus links are available but a car really is a must in this part of Italy.

Milan Bergamo airport is considerably closer geographically, but takes about as long to drive to. Daniele Schena of Hotel Funivia can also arrange transfers for guests.

Accommodation

Cyclist stayed at the excellent Hotel Funivia (hotelfunivia.it). Owner Daniele Schena is a fanatical cyclist, who can recall any one of the Velominati Rules on command and has built a cycling-themed cafe below his hotel.

That’s accompanied by a workshop and a fleet of Pinarello Dogma rental bikes. Prices start at around £90 per night.

Thanks

Many thanks to Silvia Pasolini of the Bici Amore Mio cycling group for helping us arrange our trip. Bici Amore Mio (biciamoremio.it) has cycling hotels positioned all over Italy, and offers numerous multi-day packages.

A huge thank you to Daniele for accommodation and ride support, and thanks also to his mechanic, Paolo, who managed to fix my Di2 after I carelessly tore through a cable.

If we were the types to put bikes into pigeon holes, we’d be calling this an ‘adventure’ bike. But for now, let’s call it a fat-tyred, go-anywhere road bike-cum-tourer…

It’s a bike designed to be loaded up to the gunwales to take you wherever you like.

Adventure bike? How about ‘freedom bike’?

Frameset

The Sequoia’s heat-treated chrome/molybdenum steel alloy frame offers a decent strength to weight ratio, and Specialized has ensured that the frame tubing size is specific to each frame size available (a range of 50-61). 

The geometry of the Sequoia is designed to offer a good balance of performance and comfort – a head angle of 70.9° ensures an easy and predictable rate of turn allied to a 75.4° seat angle which forces you over the front of the bike for better leverage and control.

A carbon fork aims to take some of the jarring out of all-terrain riding, too.

A pronounced slope to its top tube results in a small rear frame triangle – good for getting the best out of the drivetrain on all terrains and also with the knock-on effect of facilitating the use of a long length of seatpost for reducing vibrations felt at the rear.

The cables for the front and rear mechs run along the underside of the down tube, but because they also have cable outers, you’ll not need to trouble yourself with frantic post-ride jet-washing.

Notable additions to the frame also include bosses for front and rear racks, bottle mounts where you’d expect to find them, and others where you wouldn’t – on each fork leg (we reckon you could use them for extra luggage, too). Thru-axles secure both wheels, rather than quick-release skewers.

Groupset

There’s a mix of parts on the Sequoia, designed to offer, again, a balance of performance and durability.

Consequently, Shimano’s 105-level hydraulic disc brakes, and coordinated shifters, plus a 105 front and rear derailleur, adorn the Specialized.

An FSA Gossamer chainset packs a 48/32 set-up, and works with a Sunrace 11-36 cassette to offer a smallest possible gear of 32-36 – even your nan could pedal that up a grass bank.

Finishing kit

Specialized’s in-house alloy finishing kit is used across the build, and it’s taken from what the firm likes to call its ‘Adventure Gear’ range.

So, compact drop handlebars with a 400mm diameter measured at the hoods splay to a 460mm diameter at the drops, while there’s also a pronounced rise from the stem clamp to raise the position of your hands for maximum comfort on the road/trail/fields.

The front end is heightened further by a 90mm alloy stem; it’s flipped on our test bike, but if this makes the riding position a little sit-up-and-beg, you’d get a more road bike-style position by turning it upside-down.

A 27.2mm alloy stem is topped with a Specialized Body Geometry Phenom Comp saddle, finished in a very attractive, and surprisingly comfortable, denim-effect material.

We’d like to put it to a longer-term test to fully gauge whether it might wear through your shorts, though.

Wheels

Specialized’s own box-section Hayfield rims are hand-built, attached to the bike by way of 12mm thru-axles, but heavy.

No getting around that… they contribute to around one third of the total weight of the bike. That said, their 25mm diameter readily accepts the 42mm-wide Specialized Sawtooth tyres fitted to the Sequoia Elite.

They roll pretty well on tarmac, offer plenty of acceptable grip on hard-packed bridleways, but struggle on poorer surfaces, especially in really wet and muddy conditions.

On the road

Tank. That’s the word that first springs to mind as we chuck a leg over the Sequoia and head off for a ride that takes in not only local roads but also a few miles of bridleways.

There’s no getting around the fact that it’s a heavy old chunk of metal, but that just adds to the impression of utter robustness.   

What, on the face of it, looks like a downright peculiar riding position, actually makes a fair amount of sense once you’re on the road – tarmac or otherwise.

The high-rise bars are an easy reach from the saddle and place no stress on the neck or shoulder muscles over several hours of riding. The splayed drops work in unison with shifters angled to match.

The overall sensation on-board the Sequoia is that it’s a willing machine despite its bulk; not what we’d call blistering in its acceleration, but we’d argue that these aren’t the feelings this bike is designed to engender.

It is, however, a comfortable bike to ride for a long time, and a particularly stable one. Its lingering impression is that of a two-wheeled steamroller – in a good way!

The easy-geared Sequoia Elite makes mincemeat of road climbs, while the 32-tooth smaller chainring comes into its own once the terrain transitions from tarmac to hard-pack, either when slogging up longer inclines on bridleways or sitting and stamping on the pedals at a high cadence.

The fork, while carbon-fibre, doesn’t quite cut it for us in the vibe-reducing department – the front end of the bike is fairly harsh, even more so off-road. 

As you might expect, the long wheelbase of the Sequoia makes it stable not just for off-road and road-based straightlining, but also for the twists and turns of both tarmac and trail.

It belies its weight on the road, especially when powering through turns; whether you’d surprise any pure road riders on the Sequoia is doubtful, but you’d certainly be cornering in more comfort, given the low pressure, high-volume tyres fitted.

Hit rougher road surfaces, and imperfections such as smaller potholes and unrepaired tarmac are rolled over with little need to rethink your line.

On looser terrain, the tyres perform admirably in the dry, providing a good amount of grip, speed, and an acceptable compromise between paved and unpaved surface performance.

A low bottom bracket height also adds to a feeling of cornering stability. For long hours in the saddle at a sedate pace, you’ll be thankful to be astride this oddball Californian; for longer rides involving changing terrain, you might find yourself wishing for more flex from the front end as fatigue sets in a little earlier than we’d have liked or expected.

RATINGS

Frame: Size-specific geometry enhances comfort. 7/10 
Components: A decent blend of 105 and budget-conscious kit. 7/10 
Wheels: Heavy but sturdy and reliable own-brand hoops. 7/10 
The ride: Stable and speedy on both the road and the trail. 8/10 

Verdict: The Sequoia's speed belies its weight on the road, but it really comes into its own when you hit the hard-pack trails.  

Geometry

Spec

Specialized Sequoia Elite review (2017)

WordsJoseph Delves

11 January 2017

One of the first bikes Specialized ever created, the resurrected Sequoia aims to blend touring practicality with snappy handling.

Made of steel, the material may be old-school but the design is very much up to date. So much so that at first glance the bike’s oversize tubes, big carbon fork and neat dropouts belie its ferrous heart.

With a nod to the growing gravel road and adventure segment, the Sequoia is designed to be as happy off the tarmac as on it, with a beefy front end, plentiful clearance and powerful hydraulic disc brakes.

Frameset

Using Specialized’s ‘adventure geometry’ the Sequoia marries traditional road bike traits, like a low front end and shortish seatstays for fairly quick handling, with the enhanced stability provided by a stretched-out wheelbase.

Made of anonymous cromoly, the lack of a big name attached to the tubes doesn’t seem to hurt their ability to do their job.

A lot of work appears to have gone into the shaping of their profiles, with the chainstays and downtube being seriously oversize, while the seatstays remain relatively slim.

To the rear, beautifully minimalist truncated dropouts help keep the back wheel tucked into the frame. At the front, the oversize head tube supports an even chunkier carbon fork.

Carbon may be a novelty on a touring bike but the precise steering had us sold.

Groupset

Based around Shimano’s excellent 105-level RS505 hydraulic groupset, Specialized makes a couple of deviations on the spec sheet.

First is the hugely wide Sunrace cassette. Packing in a massive 36t sprocket, it ensures that even when fully laden you’ll be able to keep spinning uphill.

Paired with this up front is a FSA ‘sub compact’ 48/32t chainset. With two fewer teeth on each chainring than a conventional compact, it complements the bike’s ride-anything credentials by further lowering the range of gears available. This isn’t a bike for sprinters.

Finishing kit

Finished in a fabric-like material, the appearance of the saddle and tape is either very cool or a touch too twee.

The unique bars climb slightly as they extend from the stem, helping raise the rider’s position. Something that’s very welcome given the frame’s low front end.

The saddle features a pronounced cutout to stop your junk getting numb. We can vouch for its efficacy at this.

Wheels

At 25mm wide, the rims on the Specialized won’t play well with anything other than chunky tyres. However, stick with something broad, like the excellent stock rubber, and they’ll offer tons of support.

Unlike conventional 9mm quick-release hubs, the Sequoia’s bolt-through models feature a much larger axle that passes through the hub and attaches to an insert embedded in the frame or fork.

Ably transferring between road and trail, the tubeless ready tyres are grippy and surprisingly fast-rolling.

The ride

Hell may be other people’s taste, but in our opinion the Sequoia is a stunning bike, with a spec sheet that reads like a wishlist of all the tech we’d hope to see on a modern adventure tourer (ie a robust, tapered carbon fork, thru axles and flat-mount hydraulic disc brakes).

At the same time, it manages to do this without any of the guff that can add complexity to supposedly practical bikes. Everyone was calling shotgun on this one.

We pretty much expected the Specialized to be a blast for mucking around off road, consequently we imagined it might be a bit of a drag for tarmac duties.

Not so. The Sequoia’s stocky front end means that unlike skinnier steel frames there’s very little side-to-side movement when yanking the bars to accelerate.

The short head tube and integrated headset further reinforce the idea that this is a bike likely to reward riders prepared to pedal hard.

Coupled to this is the fact that despite their enormous 42c width the tyres’ close-packed saw-tooth tread generates only middling resistance, resulting in an unexpected turn of speed.

However, with five separate water-bottle mounts, the bike can only be so racy. The ultra-wide bars – designed to give maximum leverage off road – show the Sequoia’s true calling. And it’s dirty.

Genesis is chasing the sportive dollar with this steel stunner, claiming the Equilibrium Disc offers all-day comfort with a carbon fork that lets you eat up the miles.

On the face of it, these attributes, allied to a 105 groupset and decent tyres, are a recipe for success.

Frameset

The top tube features a pronounced slope, ensuring an easier fit for a wider leg-length of rider.

The frame itself is constructed with Reynolds 725 tubing – a 0.3% carbon-steel alloy that’s heat-treated and butted to create strength where it’s needed and save weight where it’s not.

We’re impressed with the standard of welding on this mass-produced machine, too. A carbon fork deals with vibrations from the front end, while slender chainstays and seatstays project from a 105 bottom bracket.

A slightly lazier head angle gives a predictable rate of turn-in, and contributes to a sensation of being utterly planted to the road at all times.

The hosing for the hydraulic stoppers is routed externally, as are the exposed cables for both the front and rear mechs.

They’re tweakable by way of brassy barrel adjusters at the head tube, but bear in mind that they’re directly in the line of fire of spray and other nonsense that gets flung from the road.

A standard 71mm bottom bracket drop makes for stable cornering.

Groupset

Yes, Shimano’s 105 groupset has almost become a cycling cliché. However, it bears repeating that the trickle-down effect of groupset technology has put this mid-range componentry on a par with the Japanese firm’s top-end gear of yesteryear.

The Equilibrium is wearing a 105 chainset with 52/36 chainrings, a 105 11-28 cassette, shifters, front and rear mechs (the former being band-on; you’ll struggle to find too many braze-on front derailleurs on steel bikes). Brakes are 105-equivalent hydraulic discs.

Finishing kit

Genesis has written the theme tune and sung the theme tune when it comes to the handlebars, stem and seatpost. All three are from the British brand’s in-house range of alloy bits and bobs.

The compact drop bars are a 420mm diameter arrangement, attached to the steerer by a 100mm stem.

A 27.2mm alloy seatpost should help to dial out vibes even further at the rear, and is topped by a (you guessed it) Genesis Road Comfort saddle, which lives up to its moniker 85% of the time.

Wheels

Genesis has even used its own disc-specific, 28-spoke alloy SR220 rims on this build, which ably accommodate the 28c Clement Strada LGG tyres fitted to them.

Aside from their very fetching appearance (when did you last say that about a tyre?), they’re grippy in both wet and dry conditions, and despite their light-cut, chevron-treaded nature, didn’t puncture once, even on some nasty local backroads. A very decent all-round set of tyres.

On the road

There’s only one word to sum up the Equilibrium as we roll it out on to the driveway for a lap of our test loop, and that’s ‘classy’.

Tan-wall tyres complement the powder-blue hue of the painted steel frameset in a way that reminds us of an old suicide-shifter-equipped Puch we once owned…

The Genesis is designed for long days in the saddle, and as such has its focus firmly set on comfort, with a smattering of adrenaline thrown in for free.

What you’ll find as soon as you’re a couple of miles into your maiden ride of the Genesis is that its composure shines through.

Those Clement tyres (we’ll forget how good the tan-walls look for now) perform well when it comes to ferrying you over rough tarmac, and the own-brand wheels rolling at either end of the Disc 20, while not the quickest to get going, do cope admirably with the task of propelling you along, up and down varying terrain.

They echo the Equilibrium ethos, in that everything in this package feels like it’s built to last – almost rugged in its durability.

Given the bike’s weight, it does lose out to other lighter rivals in the climbing department. Its brakes impress, however – you’re assured of consistent and predictable stopping in all conditions.

What you’re looking at here is a bike built for the long haul, and which does an admirable job of reminding you of the beauty and purity of road cycling.

A bike doesn’t need to be razor-sharp to offer decent handling performance. In truth, the majority of us would trade lean angle for sure-footedness, and the Genesis manages to supply you with a ride that spikes confidence.

Which should be no surprise, given its rangy wheelbase. Stability is enhanced, and therefore so is the assured way with which you can meter the hydraulic brakes on the run-up to a corner, tip the bike in and carve a confident arc through the turn.

As long as you make sure you’re giving the Genesis plenty of notice of your intentions, that is.

Mid-corner line adjustment is also nowhere near as slow as you might imagine, as we managed to tighten our line through a series of tight downhill twists with nothing more than a momentarily tightened sphincter for our troubles.

But the real benefit of Equilibrium ownership will be the way in which this bike powers over most road surfaces with little more than a shrug.

There are no jitters, no twitchiness; it performs the task of mainlining feedback and comfort to all the relevant contact points, for which it deserves to be commended.

No, we wouldn’t head to the Alps for a climbing holiday if all your mates have featherweight weapons, but for an enjoyable century ride with a few hills thrown in, this bike is a safe bet. 

RATINGS

Frame: Quality Reynolds 725 steel with smooth welds. 8/10 
Components: Solid 105 backed up with decent own-brand parts. 7/10 
Wheels: Reliable wheels, shod with excellent tyres. 7/10 
The ride: All-day comfort and confident handling. 8/10 

Verdict: An all-rounder with unquestioned panache, a rangy wheelbase gives the Equilibrium a sure-footed feel, inspiring confidence.  

Geometry

Spec

Genesis Equilibrium Disc 20 review (2017)

WordsJoseph Delves

21 November 2017

Genesis promises ‘all-day comfort’ from the Equilibrium Disc 20, thanks to its steel frame and carbon fork combination.

It’s certainly a versatile bike, coming as it does with 28c tyres on its Fulcrum wheels, along with Shimano’s hydraulic disc brake set-up and a dependable 105 groupset used for the lion’s share of the mechanical parts.

Frameset

The Equilibrium’s frame stands out from the norm these days by eschewing carbon (save for the 0.3% content in its frame tubes) for steel.

The Reynolds 725 tubing used for the frameset is heat-treated and butted to allow thinner metal to save weight and to create stronger junctions which increase stiffness.

Rounded profiles abound, in the best classic cycling tradition, with neat welds at the head tube and junction of the top tube, seatstays and seat tube.

A tapered head tube meets a carbon fork at the front end, which provides added stiffness.

The cabling for front and rear derailleurs and the rear brake is externally routed along the underside and top of the down tube, with the mech cables gaining a brassy barrel adjuster for fine-tuning of the set-up on the fly.

The cable for the front brake is routed through the left-hand fork leg, contributing to the classy look of the package.

For the medium-sized frameset we rode, a measured head angle of 73.2° is fairly laid back, while a seat angle of 74.1° promotes a comfortable riding position.

Mudguard and pannier mounts add to the versatility of this machine, making it suitable not only for sportives, but also for everyday commuting or even light touring duties.

Groupset

Genesis has equipped the bike with Shimano 105, which is an ideal compromise between performance, durability and affordability.

There’s 105 used for the 52/36 mid-compact chainset, plus the front and rear mechs, while the brake levers and hoods (which contain the hydraulics for the brake discs) are 105-equivalent RS505 units.

The brakes have a 160mm rotor up front and a 140mm at the rear. There’s an 11-28 CS5800, 105 cassette out the back, with a KMC 11-speed chain holding the drivetrain together.

Finishing kit

This is supplied entirely by Genesis’s in-house alloy components. A set of compact drop bars at the front have a 420mm diameter, while a 100mm alloy stem makes this set-up a comfortable reach.

The basic but functional approach continues at the rear, where an alloy 27.2mm seatpost wears a very supportive, yet comfortable, Genesis Road Comfort saddle.

Wheels

The Equilibrium runs Fulcrum Racing Sports wheels, identical to the wheels fitted to the Equilibrium 10 we tested last year.

They’re actually a cyclocross wheelset, but what they lack in sheer get-up-and-go they make up for in maintenance-free durability.

They’re weighty, but they’ll last as long as you want them to. As ever upgrading them would add more zip to the performance, though a set of Mavic Ksyrium Disc hoops – a typical upgrade purchase – would take the overall price of the bike beyond £2,000.

Clement’s 28c Strada LGG tyres feature a smoother centre for fast upright riding, with a cut shoulder for grip on varied terrain.

On the road

Steel, regardless of what anyone says, is a compromise in the 21st century. It will always be heavier than an equivalent carbon frame, even if its ride quality can outperform carbon.

So, what we notice immediately is the 10kg-plus bulk. However, this becomes an advantage to a degree on the first downhill stretch of our test loop, as the extra stability it affords the Genesis is much appreciated.

What the Equilibrium offers above and beyond carbon-framed rivals is an almost unshakeable determination to plough on through any terrain with the utmost composure and a healthy dose of comfort.

The 28c Clement rubber wrapped around semi-aero Fulcrum Sport rim allow the bike to glide over most tarmac.

Yes, those wheels really aren’t the quickest to get rolling, but once they’re up to speed they’re fine. Beyond this, they’re also a robust choice for a bike that’s built to last, built to go the distance, and to do so in such a way as to belie its bulk.

The steel construction does help to eliminate ripples in the road, and the relaxed riding position we employed with headset spacers evenly distributed afforded stress-free progress.

That progress, however, is necessarily at a lesser average speed than we’d normally demand.

The Equilibrium 20 is a bike that won’t respond as well to a good thrashing as lighter alternatives here, which might leave you feeling somewhat less rewarded for your input.

However, the 52-36 chainset and 11-28 cassette combine to at least allow some fairly big gears, which gives you some payback on rolling roads for giving it the big licks.

The hydraulic stoppers offer easy power modulation, and stacks of confidence, too. In all, the Genesis is a bike that will suit the rider who’s not so much concerned with smashing out a 100-mile PB as with enjoying the ride. And there’s nothing wrong with that.

The rangier wheelbase of the Disc 20 is accounted for in some part by long chainstays, which adds the expected level of stability.

Add to the mix a 170mm head tube with a measured head angle of 73.2° and what you end up with is a bike that approaches cornering with the solidity and predictability you’d naturally demand of a bike designed for big group rides.

The carbon fork and virtually bombproof Fulcrum wheels lend a touch of stiffness to the set-up, which does equip the bike with a surprising amount of manoeuvrability, even when it comes to fast changes in direction to avoid potholes or suicidal pheasants.

Where this bike excels isn’t in its lightning-fast downhill cornering ability, but when it’s spiriting you over rough roads and rippled corners.

It does this with a directness and predictability that will cosset newer riders and allow anyone to concentrate on the joy of cycling.

It’s not what we’d call a thrilling ride – although those fat tyres and unbreakable wheels do let you get away with more adventurous, looser terrain if you fancy it – rather it’s one which leaves you content, and almost at one with the world again.

Lose the bike computer, revel in the smooth ride, and buy this bike to fall in love with the simple pleasure of pedalling.

It’s almost guaranteed you’ll finish your sportive in higher spirits and somewhat more refreshed than your riding companions.

Ratings

Frame: Stiff and strong, well built and neatly finished. 8/10
Components: Dependable 105 parts with excellent hydraulic brakes. 7/10 
Wheels: Heavy but sturdy and dependable. 8/10 
The Ride: Not what we'd call lively but fast and fun enough. 8/10

Verdict

Delivers remarkable performance for the money. If you’re looking for a first bike for long rides that won't break the bank, or are a strong rider looking to upgrade, this is a belter of a bike

Geometry

Spec

Taking the Vigorelli fixed-gear race bike and transforming it into an 11-speed road bike, Cinelli has retained the low bottom bracket drop required for continuous pedalling through corners, but has raked the forks out to eliminate the chance of catching your toes on the tyre. It’s purposeful, and then some.

Frameset

The Vigorelli’s frameset is constructed from Columbus triple-butted tubing, which has allowed Cinelli to fine-tune tube wall diameters for extra strength at its junctions while keeping overall weight as low as possible in non-stressed sections of the tubing.

As is the normal style for steel bikes, the cable routing for both brakes is external, but the cables for the front and rear mechs are internally routed through the down tube.

Straight, round-profile seatstays splay towards the rear axle to provide a maximum tyre clearance of 28c, while a monocoque carbon fork also accommodates the 28s fitted to our test bike.

Steering geometry is race-spec, with a headtube angle of 73.6° providing responsive cornering performance.

One of this bike’s key features is its low bottom bracket drop of just 51mm. This is a crucial consideration in fixed-gear racing as racers cannot stop turning the pedals, even when cornering – for obvious reasons. 

A total of 30mm of headset spacers allows for a racing crouch should maximum speed be of optimum importance, but with all three 10mm spacers stacked below the stem, the riding position becomes more relaxed for lengthier rides at a more sedate pace.

Groupset

Campagnolo’s Potenza groupset is used throughout the Vigorelli – a very decent upgrade over the standard build’s Centaur equipment.

This highest-level alloy groupset in the Italian firm’s range provides a 52/36 chainset, 11-29 cassette, excellent rim brakes and of course, Campag’s incredibly ergonomic levers, shifters and brake hoods. Both derailleurs are also Potenza kit.

Finishing kit

The finishing kit continues the all-Italian approach to the bike’s spec, with Cinelli’s own-brand alloy Dinamo range supplying the 420mm diameter compact drop handlebars and 110mm stem, as well as the 31.6mm seatpost.

It’s topped by a Prologo Kappa Evo saddle, which we were impressed by when we used one on another Cinelli earlier this year.

It supplies a good amount of feedback from the road while flexing enough to assist with rear-end comfort.

Wheels

Campagnolo’s Scirocco wheelset is used on the Cinelli. These hand-built Italian wheels feature a 35mm-section alloy rim and a 22mm diameter, allowing them to wear 28c rubber.

Perfect spoke tension and stiffness is supplied courtesy of Campag’s Mega-G3 spoke pattern and an oversized flange on the rear wheel hub.

Michelin’s Power Endurance tyres are used in their 28mm diameter format on the Vigorelli, and we continue to be impressed with how well these relatively inexpensive tyres perform.

Grip is very good, while durability and puncture-protection also make them a sound bet for a summer of fun.

Of course, running slightly lower pressures only adds to the level of comfort afforded by the steel frame in the first place.

On the road

Sometimes, shouty is good. There’s no doubting this bike is going to turn heads.

And judging from the first miles of our test ride, the heads of fellow riders will turn for just long enough to see you before you blast past and head off into the distance. It’s very responsive, and easy to power at speed.  

Yes, the Vigorelli packs a punch, but that’s only half the story. The frame has a little flex in it to allow longer rides in comfort, too.

Steel will always win out over traditionally much harsher aluminium-framed road bikes in the comfort stakes, but that the Cinelli does it without compromising on performance is borderline-witchcraft.

There’s very little intrusion from vibrations at the rear end, thanks to the tremendous Prologo saddle and jar-absorbing seatstays (and in spite of the 31.6mm alloy seatpost – manufacturers will generally go for a 27.2mm item to allow for flex).

The front end does get a little vibey, but this is kept in check by running lower pressures in the Michelin tyres.

There is a feeling of being perched atop the Vigorelli, as its bottom bracket is around 20mm higher than the normal 70mm ballpark, but the reach to the bars is easy.

Stopping power from Campag’s Potenza rim brakes is remarkable, and makes you question whether disc brakes really are necessary on a road bike, with fine adjustment of braking input undertaken with one finger on the lever, and head-banging stopping power available with a sizeable handful of it. 

As you might expect of a road bike that’s evolved from a pure-bred racer, handling is the Cinelli’s forté.

We’ll reiterate that you could easily smash (or tap) out a five-hour ride on this bike in relative comfort, but if you really want to push on, there’s a stack of entertainment waiting to be unleashed from this metal marauder.

The steep head angle provokes a blink-and-it’s-there approach to cornering in tighter turns, which is thankfully kept in check by the very decent rubber wrapped around Campag’s Scirocco wheels, urging harder turning as confidence in the tyres increases.

What the Vigorelli Road also offers is the peculiarly hybrid sensation of a fixed-gear pedalling action in an 11-speed package.

Once you really get going you’re in no danger of decking out the pedals on downhill switchbacks or rough backroads.

Being able to pedal through turns gives a sense of constant progress to the ride, and requires none of the huffing and puffing usually involved with jumping out of a freewheeled corner in a big gear to sprint back on to your mate’s wheel.

It makes for an invigorating riding experience, and one we’d find it hard to tire of.

If you’re not planning an audax this year, might fancy a fast century ride, but definitely want something a little different to the ubiquitous carbon bike for everyday rides and café blasts, you’ll seriously want to consider this bike.

RATINGS

Frame: Triple-butted tubes for low weight/high strength. 9/10 
Components: We're big fans of the Campag Potenza kit. 8/10 
Wheels: Excellent Campag wheels and Michelin tyres. 8/10 
The ride: Race-like handling makes for an exciting ride. 8/10 

Verdict: Performance steel with racing pedigree. Evolved from a pure-bred racer, handling is the Vigorelli's forte.  

Geometry

Spec

The Acciaio (which is pronounced ach-ow, in case you were struggling) is pitched as a bike built for longer rides and even mountainous terrain.

Claimed to be stiff, lightweight and responsive, yet with a higher head tube and longer wheelbase than Condor’s racier bikes, all the ingredients required for hitting the brief are present and correct.

Frameset 

The Acciaio’s frameset is custom-made for the British brand by Italian manufacturer Dedacciai, as an alloy of steel, carbon, magnesium, vanadium and molybdenum, to create a lightweight frame which Condor says weighs in at 1,800g in the frame size we tested.

Triple butting is employed in order to add stiffness to key areas while keeping the weight of the material down in less critical places.

It’s worth mentioning here that the TIG welding employed throughout creates some impressively neat junctions. A taller headtube (175mm on our size 55 bike) than Condor’s race models is intended to give a higher degree of comfort over longer rides.

Chainstays of equivalent length to the Cinelli provide a punchy rear triangle to the frame, while raked out carbon forks extend the wheelbase to 1004mm, tempering any twitchiness inherent in the fairly steep steering geometry.

All of the Acciaio’s cabling is carried externally, which does make adjustments and routine maintenance a little easier, but also requires you to keep more of an eye on cable condition if you’re riding in all weathers.

Condor also sells this frameset separately, for £1,099.99, if you want to build a bike to your own spec.

Groupset

Condor has blessed their lightweight steelie with a Campag Potenza groupset. Its logo is found on the compact, 50/34 chainset, shifters, rim brakes and the front and rear derailleurs.

An 11-29 Campag cassette gives this bike a forgivingly easy lowest gear at 34-29, backing up the firm’s claim that you could indeed aim this bike up a hill with little fuss.

Finishing kit

An 110mm Deda Zero 1 alloy stem grips a set of compact drop Zero 1 handlebars. The bars’ 400mm diameter makes them narrower than other bikes we've tested in equivalent-sized frames, but offer a more comfortable ride.

Condor’s own-brand Strada seatpost wears a Fizik Aliante saddle. Its supportive scoop and decent padding make it good for a whole day in the saddle (although we do understand that saddles are very much a personal preference so what suits us might not suit you).

Wheels

We’re huge fans on Campagnolo’s Zonda wheelset – it’s as close as you’ll find to perfect compromise between durability and performance in a set of training wheels.

They’re not exactly featherweight, but they’re easy to live with, their bearings are home-serviceable, and they’ll take tyre sizes up to 28c. The rubber fitted on them here, however, is a pair of Vittoria Corsas in 25mm guise.

Forget for now their classic tan-wall looks, and concentrate on the fact that they feel ridiculously quick when you push on, proved utterly puncture-resistant, and grip well in both wet and dry conditions 

On the road

Deep, lustrous Ferrari-red paint marked by a Condor logo on the downtube and an almost apologetically small ‘Acciaio’ painted on the top tube lend this bike an air of utter class.

This bike engenders a feeling of pride in what you’re riding. Hefting it on to our scales also reveals our 55cm-framed test bike is a very respectable 8.68kg.   

From the off, there is an overwhelming sensation of smoothness to the Condor’s ride, promising a comfortable afternoon in the saddle.

This doesn’t fade – at all – and it's safe to say the Acciaio has nailed the ‘comfort at speed’ remit. Even running seatpost with less exposed material than a taller rider might, there’s barely a hint of vibration from the rear end, and the cockpit is not only an ergonomically brilliant place to rest your hands but also a comfortable reach and height for a long ride.

Condor’s business model is such that you can specify your final spec of groupset and finishing kit, but the Potenza 50/34 chainset fitted to our test bike is right on the money for mix of rolling and downright hilly roads we’re riding.

Stiffness comes to the fore when we go for one local climb in the big ring, as the Acciaio comes to life, making climbing something approaching a pleasure.

Even rolling on pressures in the region of 100psi, the Vittoria Corsa tyres provide a useful blend of ride comfort and willingness to accelerate along rolling backroads, while even poor road surfaces struggle to make a dent in our enjoyment of the ride. Combined with the excellent Campag Zonda wheelset, they bring this bike to life.

The Acciaio’s fairly rangy wheelbase lends it a security in cornering that only adds to the sensation of fuss-free progress at reasonable speed.

You probably won’t find yourself laughing like a maniac as you swing through downhill corners, leaving the brakes alone and relying on available grip and a rapid rate of turn, but you’re guaranteed more than the odd knowing grin as the Condor transports you round corners with an assurance that it has everything in hand.

The whole package feels totally planted, and the grip available from the tyres is a huge bonus. It’s worth reiterating that flat-out racing is not this bike’s raison d’être, however.

It absolutely excels in its aim to provide a comfortable riding experience over many hours of pedalling, and for that reason we’re smitten.

The Condor Acciaio stands out as a bike we’d happily put our hand in our pocket for in the certainty that it would ably tackle whatever we threw at it for many years to come.

Looking for a ride that’s capable of thrilling at times, but better employed as a do-everything tool for sportives, Sunday rides and enjoying the simple beauty of legs-out summer riding? Beat a path to Condor and build your own version of this exceptional machine.

RATINGS

Frame: Impressively light and sprightly for a steel frame. 9/10 
Components: Campag Potenza kit is an all-round star. 8/10 
Wheels: Zondas are impressive all-round training wheels. 8/10 
The ride: Assured handling inspires great confidence. 9/10 

Verdict: A lightweight long-distance luxury that transports you at speed and with a feeling of security.  

Geometry

Spec

This feature originally appeared in Issue 47 of BikesEtc magazine

A steel bike really can be your flexible friend. Steel may not be able to rival carbon when it comes to weight, but sometimes there are more important considerations.

We’re not talking race bikes here, we’re concerned with machines that can be ridden all day in comfort but still have the potential to excite.

Steel’s incredible strength means it can be manipulated to dial in a frame to suit specific purposes and we’ve picked four bikes that show off its versatility.

First, Cinelli present the Vigorelli Road, based on the firm’s sponsored fixed-gear crit bikes.

The Genesis Equilibrium targets the sportive rider, while the lightweight Acciaio from Condor is built for long days in the saddle and claims to be an able climber, too.

The Specialized Sequoia is pitched between the touring and road ends of the spectrum. With room for 42mm tyres, it could be perfect for mixed-terrain adventures.

But which showcases its frame material the best? Time to find out…

The bikes

Cinelli Vigorelli Road | £2,499.99

Taking the Vigorelli fixed-gear race bike and transforming it into an 11-speed road bike, Cinelli has retained the low bottom bracket drop required for continuous pedalling through corners, but has raked the forks out to eliminate the chance of catching your toes on the tyre. It’s purposeful, and then some.

Read the full Cinelli Vigorelli Road review

Genesis Equilibrium Disc 20 | £1,999.99

Genesis is chasing the sportive dollar with this steel stunner, claiming the Equilibrium Disc offers all-day comfort with a carbon fork that lets you eat up the miles.

On the face of it, these attributes, allied to a 105 groupset and decent tyres, are a recipe for success. 

Read the full Genesis Equilibrium Disc 20 review

Condor Acciaio | £2,250

Specialized designed the Sirrus’ frame to strike a balance between comfort and efficiency.

Its A1 SL aluminium construction combines low weight with durability, while mudguard and rack mounts provide the option to install protection against rain and road spray, along with the ability to transport your gear around town.

Read the full Condor Acciaio review

Specialized Sequoia Elite | £1,850

If we were the types to put bikes into pigeon holes, we’d be calling this an ‘adventure’ bike. But for now, let’s call it a fat-tyred, go-anywhere road bike-cum-tourer…

It’s a bike designed to be loaded up to the gunwales to take you wherever you like.

Adventure bike? How about ‘freedom bike’?

Read the full Specialized Sequoia Elite review

The winner: Condor Acciaio

Rarely have we been lucky enough to ride a bike that so seamlessly combines engaging performance with such high levels of comfort, and which looks as stunning as the Condor Acciaio.

If you’re looking for a steel road bike that will approach every task – with the exception of racing – with panache, then look no further.

This bike really does highlight the credentials of steel as a viable material for 21st-Century bike-building.

Cinelli’s Vigorelli Road is stunning for different reasons. On paper, this racer-cum-road bike should ride like a Frankenstein’s monster; in reality, it’s a steel-framed rocketship that will thrill you each time you ride it.

It might be too much for some riders – if you’re a fan of easy-listening, it won’t be music to your ears, but if thrash metal is your thing, then this is one hunk of metal that begs to be thrashed.

The Genesis Equilibrium is a similarly easy-going prospect to the Condor, and will cope with century rides at whatever pace you choose.

Its level of spec isn’t quite up to the Condor’s, though, and we’d gladly pay the extra £250 for the Acciaio’s Potenza groupset and Campag Zonda wheels.

Specialized’s Sequoia (fun fact: the second-hardest bike name in this test to consistently type correctly) is a different proposition to the other three.

Its frame lacks the springiness we associate with steel, and the carbon fork makes for a rigid front end, but this at least is masked by the bike’s mahoosive tyres.

However, it is both stable and fast, and amiably crushes trails and rolls over rough roads, capably adding a new dimension to your road riding.

This review first appeared in Issue 44 of BikesEtc magazine

Dolan’s aim is to build a bike that costs south of a grand, and which is lightweight, responsive and comfortable.

They say the L’Etape is ‘the ideal weapon of choice in a variety of disciplines, from general riding to road racing.’

This is the cheapest build available from the direct sales company, but if you’ve more money to spend you can spec up the wheels and other components to match your budget.

Frameset

Dolan’s L’Etape frame shies away from the boxy tubing of other affordable carbon road bikes by using swooping lines throughout.

The shape of the sloping oval-section top tube is emulated in the oversized down tube which arcs towards the base of straighter, beefed up chainstays; these have the job of keeping flex to an absolute minimum along the drivetrain.

Curved seatstays are angled to minimise vibrations by acting like dampers. The cabling is all internally routed, and is compatible with both electronic and mechanical set-ups.

The sloping geometry of the bike gives us a compact rear triangle, which is evident even at a glance, and which should also ensure a minimum of losses at the rear end, boosting power delivery.

A measured head angle of 72.3° puts the bike on the cusp of racy in its steering geometry, while a head tube that measures 145mm in length does lend a direct feeling to proceedings.

30mm of spacers are available in order to tweak your height at the front end.

Groupset

A Shimano 105 50/34 chainset works with 105 front and rear mechs to shift through an 11-28 cassette.

The brake callipers as well as the shifters are 105 equipment, too, which lends a pleasing cohesion to the build, and is excellent value at this price.

Finishing kit

The Dolan’s contact points are equipped with alloy components throughout.

Hands grip a 400mm diameter Deda RHM01 handlebar, which in turn is clamped to a Zero 1 alloy stem, of 100mm – it’s an ergonomically pleasing set-up which is a perfect match for the frame size.

The Selle Italia X1 Flow saddle sits atop an alloy Alpina seatpost. As we’ve said, Dolan’s online bike builder website allows you spec up the finishing kit should you want to.

Wheels

Shimano’s RS010 wheelset is often found on bikes where the manufacturer is trying to keep the cost of the build below a certain price point.

To break under the magic £1,000 mark, Dolan has specified these relatively sluggish hoops that contribute just shy of a quarter of the entire weight of the build.

But, as ever, wheels are the first thing you’d upgrade further down the line, and a number of Mavic upgrade options are available when you’re speccing your bike on Dolan’s website (Cosmic Elite S wheels being the obvious choice, but at a premium of £240).

Conti Ultra Sport tyres in 25c diameter are budget fare, but puncture-resistant and long-lasting.

On the road

Our previous experience of Dolan’s L’Etape was as a Shimano Di2 build (which cost an incredibly palatable £1,800).

This mechanical groupset build seems to be a perfectly priced and sensitively equipped carbon road bike that we already know has enough in its frame to supply us with hours of enjoyment in the saddle.

The willingness to please that we’ve found with previous Dolans is in evidence from the first miles of our test loop.

It really is a smile-inducing bike to ride, and especially to ride quickly. What’s most noticeable is that the budget wheels are the obvious weak point in the package, however.

While perfectly adequate for most applications, and with the benefit of undoubted durability, they really don’t allow you to get the very best from the bike when the gradient rises.

However, once they’re up to speed on flatter or rolling country roads, you’ll be able to hang on to speed well enough.

The Shimano 105 groupset is as reliable as ever, allowing us to fire quick gearshifts into the cassette in order to keep momentum when hammering it on the drops, and not grumbling too much when a cack-handed upshift under load is required to make the most of our uphill pace.

The brakes allow fine metering of stopping power and hauling up the bike in short order for downhill sweepers on questionable road surfaces.

What we took from our time on the L’Etape was that it’s a supremely comfortable ride, as well as happy to respond to big power inputs.

It encourages hard riding, but wearing these wheels does struggle to fulfil its promise totally.

When it comes to putting a smile on your face, the Dolan has that covered. Thanks to its relatively quick-steering geometry, it feels a touch nervous, especially if you’ve played around with spacer positions on the stem, and found yourself nice and low for full-on ‘belting it’ riding mode.

But once you do pick up speed, any twitchiness disappears, to be superseded by a steering response that’s just as good as any £2,000 carbon bike, not to mention one at this price.

The worst of the road vibes from the rear end are suitably damped by running the Conti tyres at a slightly lower pressure, but some jarring from both ends remains, likely as a result of the aero-profile carbon fork and particularly unforgiving alloy seatpost.

Continental’s 25c Ultra Sports aren’t the first tyres we’d choose, but despite a few spin-ups under power on greasy uphill lanes, they performed perfectly adequately.

The whole package holds together really nicely as something on which you can corner with confidence – the star of the show is definitely the frame, which we can guarantee is worth hanging on to for years to come, and upgrading as you go.

Of course, one other option would be to buy the frameset directly from Dolan (£499.99) and spec it yourself, but you’d be very hard-pressed to appoint it as well as this build with a sub-£1,000 budget. 

RATINGS

Frame: Swooping lines give it an elegant, speedy look. 8/10 
Components: Well chosen throughout for value and performance. 8/10 
Wheels: One area that would benefit from an upgrade. 7/10 
The ride: A well balanced package, racy yet comfortable. 8/10 

Verdict: A sub-£1K do-it-all road weapon that handles like it costs twice as much.  

Geometry

Spec

Dolan L'Etape review (2017)

Marc Abbott

19 June 2017

In developing the L'Etape, Dolan set out to create a bike that’s lightweight, responsive and comfortable, and (in its own words), ‘the ideal weapon of choice in a variety of disciplines, from general riding to road racing.’

The trickle-down of electronic groupset tech from Dura-Ace to Ultegra has allowed Dolan to piece this bike together for a very palatable £1,815, and even cheaper options are available if you specify different finishing kit and wheels when you order.

Frameset

Dolan’s L’Etape frame is a masterclass in swooping lines. The shape of the sloping ovalised top tube is mimicked below in the oversized down tube, and also in the shape of the curved seatstays, which act like dampers to minimise vibrations.

The straighter, beefed-up chainstays are more purposeful, with the intention of keeping flex to an absolute minimum along the drive chain.

It’s at their tips where we encountered the only niggle in the build, in that the Di2 cable has just a little too much slack in it.

You could cable-tie it to avoid snagging it in transit or when negotiating the bike in a packed garage, as electronics groupset cables are less forgiving than traditional steel cabling when they take a knock or pull.

Speaking of cabling, it’s all internally routed. This frameset is compatible with both electronic and mechanical set-ups, but a neat rubber bung plugs the hole on the right of the down tube that would otherwise accept a mechanical derailleur cable.

The sloping geometry of the bike results in a compact rear triangle, which should improve the power delivery.

A measured head angle of 72° puts the bike firmly in the ‘quicker-steering endurance bike’ category, while a short head tube of just 125mm gets you low over the front for more committed riding.

Groupset

A set of Shimano Ultegra Di2 shifters work on a 50/34 Ultegra chainset and 11-28 cassette, and both front and rear mechs are electronically operated and self-trimming.

This means (theoretically) there’s no maintenance required to get perfect shifts every time. Ultegra brakes grace both front and rear.

Finishing kit

A combination of all-alloy kit is used at the L’Etape’s contact points.

A 400mm diameter Deda Zero 100 handlebar is clamped to a Zero 100 alloy stem, of 110mm – an instantly comfortable and well proportioned set-up for our size 44 bike (the 44 referring to the length of the seat tube in cm, not the top tube!).

Selle Italia’s comfortably padded Flite Team Edition saddle tops the alloy Alpina seatpost (the only decidedly basic piece on board).

Wheels

Mavic’s Aksium wheelset is right at the bottom of the French firm’s range of endurance hoops. They’re solid performers but do weigh 1,880g, and that's before you’ve even fitted tyres and tubes.

The fitted Continental’s Gatorskin tyres are 23mm in diameter. They're perhaps not the first choice for many riders, but in all our years of testing, we’ve never punctured a Gatorskin; they’re all-year favourites.

The Mavic rims’ 17mm internal diameter will take much wider rubber if you want to slap some 25s or 28s in there for increased comfort. 

The ride

We spent a good 10 minutes going over the Dolan before our maiden voyage, for no other reason than to see where costs have been cut.

Beyond the fact that it’s running a KMC chain rather than Shimano, there’s nothing obvious to report.

A bike whose spec seems too good to be true for the price might just have the performance to back up its spec sheet too.

There’s a willingness to the Dolan that makes it a joy to ride – and especially to ride quickly.

The Mavic wheels take a little time to catch up with your demands of them, especially if you’re doing sprints or going for a KOM on a local climb, but once they’re spinning up, they’re more than capable of helping to propel you along rolling roads.

And it’s on these kinds of lanes that the bike excels, as well-timed electronic gearshifts help you carry every last bit of momentum up short rises, and make full use of the bigger gears down the other side.

The Di2 electronic shifting is a boon on longer climbs, thanks to the fact that the system will endure ham-fisted up-changes when it’s time to get out of the saddle and shred your legs to the summit.

The lightweight nature of the bike means it’s very much at home on a slope, but the excess rotational mass it carries in its wheels and tyres again let it down slightly in this area.

The Ultegra braking set-up is as good as you’d ever need on a road bike and – while you’re better off not grabbing a handful as you’ll need to get those wheels up to speed again soon after – when it comes to gradual stopping power, they’re truly excellent.

Ergonomically, this is one of the most instantly comfortable bikes we’ve thrown a leg over in recent months, with the handlebar diameter and stem length a perfect fit for the frame size and our 5ft 9in height.

It’s as comfortable when riding on the drops as when tapping along chatting with mates, and the overall package has almost everything it needs to encourage hard riding.

Despite the Dolan’s relatively conservative geometry, it actually feels a little nervous at lower speeds thanks to the very low front end.

However, once the speed picks up, this initial twitchiness disappears, and is replaced by responsive performance that’s right up there with any bike we’ve tested at double the Dolan’s price.

There’s a little harshness from both ends, but nothing we couldn’t live with. This is likely down to the straight-set carbon forks and unyielding alloy seatpost.

Continental’s 23c tyres, in performance terms, meanwhile, never let us down. They’ve long been favourites of ours, for their all-season ability.

The whole package holds together as a machine on which you could happily smash out a mid-length sportive, or take to the races.

It’s a versatile package that’s highly specced and particularly capable. We’d swap out the wheels for something lighter and more performance-oriented for more serious forays into competition, but that’s just about the only change we’d make.

Dolan have a Mavic Ksyrium Elite option at an extra £300, which will save you 300g and could be well worth considering if you’ve a little more cash in the kitty.

Ratings

Frame: Ergonomically splendid. Makes for a very comfy ride. 8/10
Components: Ultegra Di2 all the way. Impressive! 10/10 
Wheels: A bit on the chunky side. We'd recommend an upgrade. 7/10 
The Ride: Impressively responsive at higher speeds. 9/10

VERDICT

It has its flaws, but the Dolan L'Etape deserves plenty of credit for offering a carbon frame and Shimano Ultegra Di2 for sensible money.

Geometry

Spec

See related 

Dolan L'Etape review

Tifosi Scalare review

Ribble Sportive Racing review

This review first appeared in Issue 44 of BikesEtc magazine

We tested Ribble’s Sportive Racing in Di2 guise last year (see page 2), and were blown away by the way it provided a stiff, responsive ride combined with a fair amount of long-distance ability.

It was more ‘Racing’ than ‘Sportive’ in our book, which added to the excitement of the ride immensely.

Here, for less than £1,000, Ribble has concocted a mechanical 105-equipped version that seems perfectly equipped for anything the road throws at you.

Frameset

The frame is made from a mix of T700 and T800 carbon-fibre, from carbon giant Toray. Put simply, T800 is a lighter yet stronger lay-up, so this is used in areas such as the head tube and bottom bracket.

To bring a build of this calibre in under £1,000 dictates that you’d struggle to use T800 for the whole frameset.

The sloping top tube of the Ribble’s frameset has two purposes: it supplies a low standover height, but also reduces the size of the Sportive Racing’s rear triangle.

What you’re getting is a rear end that’s responsive to input, and a fairly long length of exposed seatpost to assist with soaking up the vibrations from the road.

The 31.8mm alloy seatpost isn’t the most forgiving, though.

The frame tubes are predominantly square in profile, which again aids rigidity in the design, especially at the bottom bracket and head tube (which is the most expansive area of carbon-fibre we’ve ridden with for quite some time).

The cabling is internally routed, and the frame is also ready for electronic groupset wiring, so it’s a future-proof arrangement.

Groupset

The Sportive Racing is equipped mainly with the ubiquitous 11-speed Shimano 105. A compact 50/34 chainset is linked to 105 front and rear derailleurs, as well as a 105 cassette (in nigh-on-perfect wide-ratio 11-28 format).

Mechanical brake/shift levers are also from Shimano’s mid-range catalogue, while brake callipers are FSA K-Force items.

Finishing kit

In this 53cm frame set-up, Ribble has opted for a sensibly spanned 420mm alloy compact-drop handlebar set-up from ITM, matched to a 100mm ITM alloy stem.

The bars do a grand job of dialling out harshness from the fairly rigid fork, yet are stiff enough to aid uphill smash-fests on the drops.

The CSN 31.6mm seatpost is a sizeable chunk of alloy – given that it extends through the seat tube almost to the bottom bracket at its full insertion, we reckon you could get this build down to under 8kg just by shaving off any unwanted length.

Selle Italia’s X1 Flow is a common addition to budget builds, and we’ve little to grumble about in the area of rump-related comfort.

Wheels

Mavic’s Aksium alloy clinchers are workaday hoops that fit the bill of durability and comfort demanded of this sub-£1,000 build.

They’re hefty, so do slightly hamper hard acceleration and climbing, but they’re virtually indestructible.

They wear Continental’s excellent GP4000S rubber, in 25c size – the widest you can fit to the Sportive Racing without interfering with frame clearance.

Conti’s flagship rubber is grippy, resilient and (in our experience) puncture-resistant.

On the road

The tall front end puts us in a decidedly upright position at first, but by taking one of the 10mm spacers from under the stem and putting it on top, the riding stance adopts a really decent combination of purposeful and practical.

For better or worse, the stiffness of the previous Sportive Racing we tested is still evident, but with a little air taken out of the 25c Contis, again we manage to achieve a decent compromise set-up.

An overriding sense of purposeful performance and super-stiff ride permeate the time spent on the Ribble. The front end is more buzzy than the smaller sized Sportive Racing we previously tested, owing to the much longer head tube and associated steerer.

Also, owing to the shorter length of exposed seatpost due to the larger sized frame, there are more vibrations intruding at the rear.

That said, Selle Italia’s Z1 Flow saddle, plus a set of extremely competent 25c tyres deflated to 85psi, do their part in mitigating the road buzz.

The bike’s eagerness to get up and go is there in spades, though. When we say the Sportive Racing is a superbike-baiter, we’re not exaggerating: if you were to replace the budget wheelset with something more keen to spin up with immediacy, you’d embarrass a lot of people on the Sunday club run who are riding bikes costing three times the amount.

In practical terms, the compact chainset allied to the 105-series 11-28 cassette provides an ample spread of available ratios – not the biggest gears for optimum power production, but plenty of scope for excelling on all terrain, whether flat, rolling or hilly.

The fact that this build weighs in just north of the 8kg mark is impressive, given it’s a size M frameset, too.

The Ribble handles as well as many carbon bikes we’ve ridden that would put a much more sizeable dent in your savings.

A larger size frame does temper the lightning-quick response we’ve experienced with this model before, but the rangier head tube and more upright riding position allows you to pile on the miles – and smiles – much more effectively.

That said, this machine is more than capable of giving you a shot of adrenaline. Egging you on to brake hard and late before slamming it into a downhill corner, the only two limiting factors we found were the FSA callipers’ willingness to grip the Mavics’ alloy braking surface, and potentially the UK road surface.

Take this bike on a cycling holiday to Mallorca, however, and you’ll have a near-perfect companion for the testing climbs and rocketing descents of Europe’s paradise cycling island.

The frameset is restricted to running nothing wider than 25mm rubber, but we reckon Conti’s GP4000S tyres are some of the best performing we’ve ever tested – grippy, durable, low rolling resistance…

Unlike some that we’ve tested in the same £50 price range, which frankly have about as much grip as an ungritted country lane in winter. 

RATINGS

Frame: A great mix of carbon for superb stiffness. 9/10 
Components: Mostly 105 kit – superb value at this price. 8/10 
Wheels: Decent Mavic wheels with excellent Conti tyres. 8/10 
The ride: Responsive and fast enough to give a real thrill. 9/10 

Verdict: When we say the Ribble Sportive Racing is a superbike-baiter, we're not exaggerating.  

Geometry

Spec

Ribble Sportive Racing review (2016)

Marc Abbott

30 September 2016

Similarly to Dolan’s Ares SL, the Sportive Racing from Preston-based Ribble is intended for those of us who like our sportives to be rapid, or even for riders looking for a cost-effective – and future-proof – entry into the world of road racing. Also squarely up against Dolan as one of the UK’s best-known direct-sales bike companies, it will be very interesting to see how the Ribble compares. Ribble says it’s the ideal mix of ‘position, comfort and speed’. But can you have all three attributes in one bike? Let’s find out…

Frameset 

The most obvious feature of the Ribble’s frame is its sloping top tube, which reduces the size of the rear frame triangle. This gives the Sportive Racing a rear end that’s particularly responsive to input, and also means a lengthy expanse of seatpost is exposed, to give you the best chance of adding some flex to the ride. The Ribble’s 31.8mm alloy seatpost isn’t the most forgiving, though. Ribble says it has actually increased the size of its wishbone seatstays to make the frame stiffer. Tube profiles are largely square, which again contributes to rigidity, especially at the bottom bracket and head tube, the latter forming a chunk of carbon roughly the size and shape of eight Weetabix stacked on top of each other. The Sportive Racing is available in a Shimano Sora build from as little as £900, while Ultegra Di2 builds start from £1,780 – that’s cracking value in anyone’s book.

Groupset 

Shimano’s excellent Ultegra Di2 shifters, plus front and rear mechs, are matched by the dual-pivot Ultegra brakes. These are quick to bite, and easy to finesse when the need to scrub off the speed arises. A compact, 50/34 Ultegra chainset works in conjunction with an Ultegra 11-28 cassette offering a spread of gears that will suffice for any terrain. 

Finishing kit 

Alloy Deda handlebars are a comfortable reach, with a not too-deep drop. They transmit a good deal of vibration to the fingers but that’s largely down to the vibey carbon fork. Deda’s 110mm stem allowed us to get a good set-up, though, achieving a position commensurate with this bike’s aggressive nature. Three 10mm spacers on the steerer would allow you to get slightly more upright, for better front end comfort. We’re big fans of Fizik’s Arione saddle – it’s a firm perch that befits the bike’s racy nature.

Wheels 

Mavic’s Ksyrium Elite wheels are some of the best we’ve tested in recent memory – quick to spin up, free of flex even under hard efforts, and light enough to fly up most of our local ascents. Although the rims would accept 28c tyres, we doubt the frame clearance will allow it.

The ride

If you have fillings, it might be worth jamming a bit of chewing gum over them if you’re riding this bike for any distance. The one thing it communicates to us above all else, even within 15 minutes of setting off on our first ride, is that it’s hugely stiff, indecently responsive, eminently thrashable. But not all that comfortable. Position, comfort and speed? Two out of three ain’t bad.

The feeling of stiffness is compounded as our ride progresses. The nicely sized 400mm bars that are matched to our XS frame do their very best to dial out road buzz, but they’re hampered by the rigid carbon fork in this respect. The steeply sloping top tube necessitates a sizeable length of exposed seatpost, which does eliminate the worst of vibrations from the rear, and Fizik’s race-ready Arione saddle does its bit to aid rear-end comfort. Let’s take a moment here, though. Yes, the jackhammer effect of riding this bike close to flat-out is going to get fatiguing for most riders in quite short order, but this assumes that comfort is the most important factor to a particular rider. If you’re buying this bike to go racing, you’ve come to the right place. Although the compact chainset and 11-28 cassette aren’t providing the biggest gears, there’s plenty there for most circumstances. This is easily the most direct bike here – direct in the way it lays down its power, direct in the way it changes direction. Take the word ‘Sportive’ out of its name, and you’ve an honest assessment of its true nature. That said, if you just want to set the quickest time on your next sportive, this bike will give you a good chance.

While your vision might become slightly blurred from the vibrations on less than perfect tarmac, there’s no denying this bike offers a decidedly affordable shot of adrenaline. Although the head angle isn’t as steep as the Dolan’s, a steeper seat tube angle positions the rider over the front of the bike, forcing the head down and positively egging you on to a bigger gear and a harder effort, and downhill turns are dispatched with lightning-fast velocity. Mavic’s Ksyrium Elite wheels perform as admirably in this package as on the Canyon Ultimate CF SL. The fact that two bikes in this test are wearing identical wheels and rubber gives us a rare opportunity to compare like with like, and the while the 25c Mavic tyres flatter the Canyon, they are masking the Ribble’s intense nature. Comfort is improved by running the tyres at 85psi, compensating for the rigidity.

Geometry

Spec

This review first appeared in Issue 44 of BikesEtc magazine

Tifosi says its most affordable carbon build offers ‘unique geometry that makes it the ultimate road bike, whether you are looking for all-day riding comfort or a high-performance racer.’

It has also updated it over the previous incarnation, to provide better power transfer and a smoother ride. 

Frameset

A little science, if you’ll indulge us… While the Tifosi’s frame is made from a mix of T500 and T700 carbon-fibre, this is no reason to assume it’s of a lower quality to the UHM, or ‘ultra-high modulus’ fibres seen in high-end bikes.

These standard strength moduli are not only more cost-effective to use, but also sacrifice gossamer-like weight for robustness.

Ergo, a T500 frame will be heavier but crucially less prone to cracking in the unthinkable event of a crash.

The Scalare’s frameset is comprised of swooping lines and varying profiles – the flat-profile top tube slopes towards its junction with the seat tube, while its down tube starts its journey from the head tube in a broadly hexagonal profile to one which resembles a scaled-down tin of spam by the time it interfaces with the bike’s 86.5mm bottom bracket.

Dampening seatstays contrast with splayed triangular-profile chainstays.

There’s capacity for electronic groupset wiring, too, while the mechanical Tiagra cabling on this model is internally routed.

Groupset

It might not be packing any 105 components to grab the headlines, but in our experience we’d favour the cohesive approach. 

To that end, the Scalare uses a Shimano Tiagra compact chainset, its 50/34 chainrings combining with a 10-speed HG500 12-28 cassette at the rear.

The shifters/brake levers are Tiagra equipment, too, as are the callipers themselves.

And, you’ve guessed it, Tiagra components account for both the front and rear mech.    

Finishing kit

Despite the Italian name, Tifosi is a British company, but that hasn’t stopped it from equipping the bike with Latin-themed finishing kit.

A set of 420mm Deda Zero compact drop bars are clamped to a 110mm Deda Zero alloy stem, to create a comfortable cockpit which, with 30mm of headset spacers, also accommodates a more racy riding position.

Prologo’s Kappa RS saddle sits atop a 31.6mm alloy Deda seatpost.

Wheels

Miche Reflex RX7 wheels at either end are very much a budget fitment, but that’s traditionally one of the easiest ways for manufacturers to keep the price of a build down.

The unassuming alloy hoops aren’t going to set the world alight, but they’re reliable and durable, which matters, for obvious reasons.

They’re wearing Schwalbe Durano tyres, in a 25c size – the widest recommended rubber for the Tifosi’s frameset.

On the road

As far as frame tubes go, the Tifosi’s certainly qualify as interesting – we spent more time than you’d think was healthy, simply following the lines and profiles with our fingers before clipping in and riding off.

Elegance is a word thrown about by Tifosi themselves when describing the Scalare, and our first impressions tally.

The Scalare’s geometry gives a clue as to the riding position of this bike, but the over-riding impression once you’re out on the road is of a bike that’s noticeably stretched out.

If you favour a long reach and want to get it dialled in for some head-down action, this might well be the bike for you.

A steep seat angle of 74.3° naturally cants you forward to meet those 420mm bars, which, with a brace of spacers moved above the stem, makes for a proper weapon.

The quality of the ride doesn’t suffer for the Tifosi’s sporting intentions, though – despite the 31.6mm alloy seatpost, we encountered minimal interference in the posterior, thanks in part to the natural flex in the flat-profiled seatstays and partly due to cushioning effect of running 90psi in the 25c tyres.

Prologo’s Kappa RS saddle is a real surprise in this package, too, giving ample support and grip for our bibtights, as well as a small amount of suspension movement in its body.

The real trick in this bike is the way its groupset gels beautifully – modern-day Tiagra’s 10-speed set-up still gives sufficient gear ratios for 90% of occasions, while the brakes are a cut above the Boardman’s in terms of initial bite and modulation of input.

The Tifosi’s head angle is bordering on race-spec, which lends the bike a willingness to turn – and turn at speed – which we weren’t expecting.

Coupled with the ubiquitous tapered steerer, the rigid front end equips this bike with a planted feel whose limits beg to be tested.

A swift pull of the Tiagra stoppers, a nudge on the inside of the bars, and the Scalare hammers into a left-hand, 90° corner at impressive speed.

There’s a flipside to this bike, though, which does make it just as easy to ride at a more leisurely pace – its rear end comfort.

As long as you can get a comfortable position over the front end, you’ll be laughing.

Schwalbe’s 25c Durano tyres do an admirable job of inspiring confidence and supplying a comfortable ride, even on a fresh, moist morning ride.

This bike leaves us with the feeling that the frame would do you for many years to come.

Its all-up weight of 8.84kg would be reduced dramatically with a wheel upgrade, or higher spec groupset.

Tifosi’s importer does indeed offer an Ultegra and Campagnolo Centaur version of this bike, but obviously it nudges the price considerably upwards.

Even as it is, this Tiagra build costs more than many 105-specced rivals. The question is: is it worth it? On balance, for most riders eyeing a budget carbon road bike, not quite.

If, however, you’re looking for an affordable tool for rapid sportives, and don’t want to risk your £10,000 pride and joy, apply the rule of n+1, buy this and laugh all the way to the bank. 

RATINGS

Frame: A blend of carbon grades designed for robustness. 9/10 
Components: A full Tiagra groupset performs brilliantly. 7/10 
Wheels: Reliable and durable rather than light and fast. 7/10 
The ride: Shows a real willingness to respond to hard efforts. 9/10 

Verdict: A robust performer with a solid front end whose limits beg to be tested in fast corners.  

Geometry

Spec

Tifosi Scalare review (2015)

BikesEtc

7 May 2015

Tifosi has a reputation for great value bikes that ride well, but they’ve always appeared to be a utilitarian option. Mudguards, sensible aluminium frames, and even front racks in some cases, have traditionally marked them out as a purchase you’d make with your head, not your heart.

But it looks like that’s about to change. The Scalare is Tifosi’s first carbon race bike, combining looks that pull at the heartstrings, and the same traits of value and common sense Tifosi has built its reputation on. ‘It’s actually the second carbon bike we’ve made,’ says Alex Rowling, marketing coordinator at Tifosi. ‘The first was more of an audax bike with mudguards, while the Scalare is very much a road racing and sportive bike.’

Scalare Range

Tifosi now has two lines, Heritage and Performance, and the Scalare sits at the top of the latter. There are five bikes in the range, from a Campag Veloce-equipped bike at £1,199 to the Ultegra version here at £1,550. It’s good to see two Campag-equipped bikes – the Italian brand is often overlooked in the world of complete bikes in favour of the Asian giants Shimano and SRAM.

‘We put Campag on most Tifosis as Chicken Cycles [Tifosi’s parent company] is a major Campagnolo distributor,’ says Oates, ‘but as big Campag lovers too, we feel it’s something we need to offer.’ The same frame is used throughout the range, and weighing in at a claimed 1,050g it’s light for such a keen price. Nice touches include the super-slender seatstays that should dampen some road buzz and provide a decent level of compliance.

Frame

The bottom bracket is the pressfit BB30 standard, which used in its intended way (an oversized axle running through large bearings in nylon cups pressed into the frame) isn’t much cop, but it’s versatile, and combined with conversion cups it’s both future-proof and reliable. Tifosi has used a Wheels Mfg reducer BB, which was creak-free, but once the bearings wear out, we’d be tempted to go with a standard outboard-bearing bottom bracket, as used on the Pretorius in our location test.

The riding position is quite aggressive, with a short head tube and fairly steep seat angle, making it good for racing and high-speed sportive riding. There are, however, plenty of spacers under the stem to raise the handlebar position to somewhere more relaxed. And because of the way Tifosis are sold through Chicken Cycle Kit dealers, riders can swap components at purchase, be that a different size stem or cassette, or a different saddle in the Selle Italia range.

Components

Elsewhere, the components are nearly all Italian, in-keeping with the name. The saddle comes from Selle Italia, the tyres from Vittoria, the bars, stem and seatpost from Cinelli and much of the groupset – the cassette, chainset, wheels and front brake – comes from Miche. 

‘We put as much Miche stuff on as possible,’ says Oates. ‘It’s all made in Italy, so it’s nice to keep with that Italian theme.’ We don’t see a huge amount of Miche coming through the Cyclist.co.uk office, but it’s all good gear. The front brake works well (the rear is a Shimano 105 direct-mount unit, located under the chainstays) and the chainset marks the whole bike out from the Shimano-equipped crowd. The chain didn’t mesh with the cassette quite as smoothly as the Shimano versions, but on a first ride review, that’s hard to criticise – get a good weekend of riding in and they may well have worn in, working together perfectly.

At 8.39kg and with a solid pedalling platform, the Scalare accelerates quite nicely. It also slows down well – having ridden a lot of £500 bikes with low-cost deep-drop brakes for this issue’s main bike test, it was a relief to be back on a bike that brakes quickly and predictably. The weight is a little more than we’d expect of a bike with such a light frame – we suspect you could shed a fair bit by upgrading the bars, stem and seatpost. And though the wheels are good for training, if you want to go racing or do some really hilly sportives, investing in a pair of lighter wheels for special occasions would be a good idea.

Spec

This review first appeared in Issue 44 of BikesEtc magazine

Boardman says its Road Team Carbon offers ‘a comfortable riding experience, along with the performance to keep up with your ambition.’

With a C7 carbon frame based on the brand’s SLR Endurance model costing twice as much as this entry-level road bike, on the face of it, it seems to offer the best of both worlds: performance on a budget. 

Frameset

Boardman’s C7 carbon frame is essentially another way of saying it’s made from T700 carbon-fibre, laid up for maximum stiffness where it counts, while keeping the frameset as light as possible.

A positively chunky front end is met by a tapered, flat-topped top tube and an oversized down tube whose shape alters from almost triangular-section tubing at the head tube to ovalised at the bottom bracket.

While we dare say this slab-fronted portion of material at the base of the down tube is doing little for aerodynamic efficiency, it certainly creates a massively stiff area at the BB, encouraging maximal power transfer with minimal losses.

Deep, box-section chainstays compound this impression, while thin, flared seatstays act as dampers to protect the rider’s rump from intrusive vibrations.

One area where the Boardman stands out among similarly priced rivals is that it wears its cables on the outside of the frame.

This might put them in the firing line of road muck, but it does make home servicing easier and keep costs down at Boardman’s end.

Groupset

This is where the compromises have been made in order to present a bike with such a good frameset for this kind of money.

While Shimano’s 10-speed Tiagra groupset supplies the shifters, derailleurs and 11-28 cassette, the 50/34 chainset is an FSA Gossamer item.

The weakest link in the groupset chain is the Tektro braking system. It’s not appalling, but we wouldn’t want to rely upon it to safely stop us in an emergency-stop situation…

Finishing kit

Boardman’s own-brand finishing kit is entirely alloy and entirely business-like.

From the suitably-proportioned 400mm compact-drop handlebars and 90mm alloy stem, to the 31.6mm seatpost and workaday Boardman-branded saddle, it all does its job adequately, without ceremony and totally devoid of bling.

But you weren’t expecting that for £1,000, were you?

Wheels

Mavic’s CXP Elite wheelset is a surprisingly decent addition, given its budget nature. While you can pick up a set of rims for £29 each directly from Mavic (yes, £29), they actually put in a solid performance and bear all the hallmarks of wheels that will go the distance.

This durable set of rims will also accept tyre sizes up to 28mm, so you can go wider than the supplied 25c Vittoria Zaffiro Pro rubber which, by the way, is a very decent choice for training in all but icy conditions.

And who really wants to ride on ice?

On the road

The Road Team Carbon is instantly comfortable from the off, and from the moment the pedals make their initial revolutions, it’s obvious that this budget bike offers more than enough bang for your buck.

Steering is direct yet confidence-inspiring, and the package feels fit for anything from an all-dayer to a chaingang.

We could really be on to something here…

Perhaps the most telling characteristic of this bike once you’re in the saddle and underway is that it gives you a really easy time.

The ride is mostly satisfyingly devoid of any road buzz; we encountered some issues with the comfort of the saddle, however – what first felt like a well-cushioned perch soon revealed itself to be a seat too hard for us to endure more than an hour in the saddle (literally) without standing up to give our cheeks a rest.

However, the frame shines as something which really does iron out imperfect roads.

If you’ve a sportive on the horizon – maybe even your first as a road rider – we’d heartily recommend this bike as a damned good tool for the job (if the saddle doesn’t suit you, swap it – it’s a relatively cheap thing to upgrade).

The Road Team Carbon might not be the lightest, but it will propel you up most hills with efficiency, thanks mainly to the ridiculous amount of power you’ll be able to get through the drivetrain.

Where it could do with improvement is in the groupset – 10 speeds are arguably enough, but if this bike was wearing 105 kit rather than mix-and-match FSA/Tiagra equipment, it would not only be lighter but also gel better.

What we’d target first, however, are the brakes. They just don’t inspire confidence.

The Boardman’s endurance-spec geometry comes into its own on long rides, with little fatigue felt by the rider. However, it’ll also hustle with (most of) the best endurance machines.

Even with all the spacers beneath the stem, the front end still felt direct enough to take little more than a nudge to tip into downhill corners, and while the rate of turn is far from instant, there’s an easy-going, confidence-building nature to the way in which the Road Team Carbon navigates the twists and turns of our local country lanes.

That’s its defining characteristic – for the most part, it actually feels like it’s allowing you to be the best rider you can be, and that counts for a lot in this price range, and for the crowd of newcomers to the sport who are queuing up to spend their cash.

Even the CXP wheelset, while obviously pretty hefty, doesn’t let the side down too much. Yes, you could upgrade it for something far lighter, but that would bust your budget.

As a compromise set of wheels, we’d take these over Shimano RS010s any day. Plus, the Vittoria tyres are a safe choice for all-weather riding, longevity and puncture resistance.

In brief, change the brakes and, if you feel the need, change the saddle, and you’d transform an impressive bike into a really impressive bike. 

RATINGS

Frame: Offers a good balance of comfort and stiffness. 10/10 
Components: A well chosen mix of budget-conscious parts. 7/10 
Wheels: CXP wheels are surprisingly good for their low price. 7/10 
The ride: Built for endurance, it'll keep you going in comfort. 8/10 

Verdict: A rock-solid foundation that handles with easy-going, confidence-inspiring security.  

Geometry

Spec

As we’ve come to expect of any bike built with aerodynamic efficiency at its heart, Bianchi says the Aria is the product of wind tunnel testing, and feedback from the Italian firm’s sponsored pro riders.

It has pitched the bike at racers and even triathletes, claiming its aggressive geometry is ideal for both activities.

Frameset

The Aria’s disc-specific carbon frame is typically ‘aero’, with a flat top tube tapering towards its rear, a bladed down tube, and an aero-profile seat tube with cut-out to accommodate the rear wheel, as well as to keep the overall dimensions of the frame as compact as possible.

Buy the Bianchi Aria from Tredz here

The frame is compatible with both mechanical and electronic groupsets, and all the cables are internally routed, even the front brake cable, which exits the left-hand fork leg just above the calliper.

The aero fork design and curved seatstays are inspired by Bianchi’s own Aquila TT/triathlon bike’s tubes, and deep-section chainstays create a solid platform for maximum power transfer.

As with all aero road bikes, the rear frame triangle is particularly compact to lessen pedalling losses.

Both the front and rear wheels are secured by way of thru-axles, for flex-free performance and pin-perfect steering accuracy.

A measured head angle of 71.8 degrees isn’t the sharp angle you might expect of a bike built for racing, but a seat angle of 73.9 degrees helps to position the rider over the front of the bike for an aero position.

This aero position is something easily assumed thanks to 45mm of spacers provided to move the stem even lower at the front.

Groupset

Gearing on the Aria is taken care of by a 52/36, mid-compact Campag Potenza chainset, but the 11-29 cassette is from Campag’s lower-end Centaur kit.

It’s a bit like putting a Tiagra cassette on an Ultegra build, and a commonplace way of keeping costs down.

A KMC 11-speed chain connects them. Potenza shifters and brake levers combine with the hydraulic disc brakes.

Finishing kit

There’s a touch of class in the finishing kit at the rear of the bike – the Bianchi’s carbon-bladed seatpost, height-adjustable by a cam accessed via the top tube, is wearing a supremely comfortable and supportive Selle San Marco Monza Dynamic saddle.

Its accent colour is matched to Bianchi’s trademark ‘celeste’, which appeals hugely (never underestimate the power of matching collars and cuffs).

Compact drop, own-brand alloy handlebars are 400mm in width – spot-on for our 53 frame size – and are secured to the steerer by a 100mm alloy stem.

Wheels

Fulcrum’s Racing 6 disc-specific wheelset is an able assistant for training, and well matched by the 28c Vittoria Zaffiro Pro Slick tyres fitted to our test bike.

These are good enough for most training applications – grippy enough, with long life and puncture resistance – but for racing, we’d swap them for 25c Vittoria Corsa rubber.

The ride – first impression

Here’s a fact – nothing feels like it’s cutting through the air with maximum efficiency when you’re grinding the cranks into a block headwind.

That’s how our debut ride on the Bianchi started, but thankfully didn’t define all of the time we spent on it, and our next observation was that this bike clearly demonstrates that the days of sacrificing comfort for aero are long gone.  

On the road

The compact nature of the Aria’s frame lend it the feeling of a crouching tiger on the move – it’s easy to ride on the hoods just tapping out the miles.

However, when the road turns, and with it the wind direction, Bianchi’s aero missile shows its hand.

Not only is it largely unaffected by gusting crosswinds, it’s also a dream to ride hard.

One push of the long-throw paddle on the left-hand Campag shifter pushes the front mech across to select the 52-tooth biggest chainring, while quick-fire shifts towards the 11-tooth cog on the cassette are easily slotted home with the right-hand thumb-shifter.

If you’re used to Shimano, it’ll take a little recalibration of the brain, but once you’re dialled in, the Aria holds its speed over rolling roads.

The days of unyielding aero bikes are consigned to the history books, the Bianchi’s carbon seatmast transmitting little road buzz to the chamois, with little fatigue felt over our test route.

The mechanical nature of gear selection does require precise timing on hills, however, with some clunky cog-swapping provoking some winces.

Handling

Again, the compact frameset means flickability isn’t in short supply.

Quick changes of direction are ably accommodated by a nudge on the inside of the bars, while the punchy performance of the Bianchi positively demands you get out of the saddle to sprint between corners on quiet country roads.

A measured head angle of 71.8 degrees means the bike doesn’t feel unnecessarily flighty, which fills you with confidence, especially on more technical downhill stretches of tarmac.

Even on cracked and crumbled B-roads, the 28c Vittoria Zaffiro Pro Slick rubber grips when you think it shouldn’t and rolls over minor road imperfections with aplomb.

Would we race the Aria? That depends on the course… it weighs in at a not unsubstantial 8.38kg, and while its tiny rear frame triangle makes uphill blasts easier than you’d expect, for longer climbs we’d take a bike with a kilo less bulk over one with aero design.

For crits and the like, if you want the classiest looking bike on the grid – and have the talent to back it up – we wouldn’t hesitate.

Buy the Bianchi Aria from Tredz here

RATINGS

Frame: Proves that aero needn't mean uncomfortable. 9/10 
Components: Well-chosen finishing kit to match Potenza groupset. 8/10 
Wheels: Good for all-round training duties, with decent tyres. 8/10 
The ride: A bike that positively begs to be ridden hard and fast. 8/10 

Verdict: In the right circumstances, Bianchi’s Aria lives up to its promise of being a serious road rocket.  

Geometry

Spec

This feature originally appeared in issue 44 of BikesEtc magazine

One of the defining features of road bike ownership is dealing with the barrage of questions: someone will lift your bike up, nod sagely, flick the frame… ‘Yep, it’s carbon…’

Extolling the virtues of a range of frame materials aside, for some of us, there is no substitute for a carbon bike.

To which end, we’ve collected four of the most affordable examples of the breed for your delectation.

Although not made from the same high grade of carbon-fibre as big money racing bikes, all four of the machines fulfil two vital criteria: 1. They’re carbon, and 2. They cost broadly in the region of £1,000.

And yes, you can get a good carbon bike for this kind of money. This is achieved by mixing different grades of carbon, fitting lower-spec groupsets, or using direct-sales business models to cut overheads.

But which offers the best value for money in this hotly contested price range? We head out on the roads to bring you the answer…

The bikes

Ribble Sportive Racing | £999

We tested Ribble’s Sportive Racing in Di2 guise last year (see page 2), and were blown away by the way it provided a stiff, responsive ride combined with a fair amount of long-distance ability.

It was more ‘Racing’ than ‘Sportive’ in our book, which added to the excitement of the ride immensely.

Here, for less than £1,000, Ribble has concocted a mechanical 105-equipped version that seems perfectly equipped for anything the road throws at you.

Click here to read the full Ribble Sportive Racing review

Dolan L'Etape | £999.99

Dolan’s aim is to build a bike that costs south of a grand, and which is lightweight, responsive and comfortable.

They say the L’Etape is ‘the ideal weapon of choice in a variety of disciplines, from general riding to road racing.’

This is the cheapest build available from the direct sales company, but if you’ve more money to spend you can spec up the wheels and other components to match your budget.

Click here to read the full Dolan L'Etape review

Boardman Road Team Carbon | £1,000

Boardman says its Road Team Carbon offers ‘a comfortable riding experience, along with the performance to keep up with your ambition.’

With a C7 carbon frame based on the brand’s SLR Endurance model costing twice as much as this entry-level road bike, on the face of it, it seems to offer the best of both worlds: performance on a budget. 

Click here to read the full Boardman Road Team Carbon review

Tifosi Scalare | £1,299.99

Tifosi says its most affordable carbon build offers ‘unique geometry that makes it the ultimate road bike, whether you are looking for all-day riding comfort or a high-performance racer.’

It has also updated it over the previous incarnation, to provide better power transfer and a smoother ride.

Click here to read the full Tifosi Scalare review

The winner: Ribble Sportive Racing

What we hope we’ve proven with this test is that, these days, £1,000 goes a long way when it comes to carbon road bikes.

But in this test the bike which stands out for us, as it did when we rode it in much higher spec, is Ribble’s Sportive Racing. 

Its frameset is a real star, but the package it’s specced in here, wearing full Shimano 105, is blessed with handling ability, climbing prowess and all-out speed. We reckon you’d struggle to top it for the money.

At face value, you might think the most expensive bike would fare best, but price is not always a true guide. Believe us, we’ve ridden some particularly average bikes that cost more than two months’ wages.

That said, the Tifosi Scalare stands out as a bike that proves Tiagra can be the new 105, with the frame that complements it being a cracking piece of work.

Boardman’s Road Team Carbon would have ranked higher were it not for its braking performance.

The rest of the build is superb, and would keep you engaged and entertained for many years of riding to come.

Upgrade the callipers for brakes that bite when and as hard as you expect them to, and you’d really be on to something.

That the Dolan didn’t finish higher is perhaps not an entirely fair representation of its ability. For the sub-£1,000 price tag, its spec is exceptional, those budget RS010 wheels notwithstanding.

If you’ve a few quid more, you could spec this bike up to just shy of the Ribble’s performance – no problem whatsoever.

In fact, we highly recommend nosing around Dolan’s online bike configuration tool to see what’s possible if you spend a bit more.

This tutorial was produced with the help of Matt Dawson, Workshop Director of Mike’s Bikes in Portishead, one of 40 Shimano Service Centres in the UK.

Recommended Shimano tools and products

TL-BT03S Disc Brake Bleed Kit £24.99
TL-CT12 Cable Cutter £49.99
TL-CN10 Quick Link Pliers £39.99
PTFE Dry Lube (100ml) £6.99
Wet lube (100ml) £6.99
Bike polish (200ml) £9.99
Degreaser (200ml) £9.99

Five bike maintenance checks 

1. Adjust your gears

Matt says: ‘Make sure parts are all compatible – for example, a Shimano chain on a Shimano cassette with a Shimano derailleur.

‘Secondly, are they worn? If so, it’s time to replace them because you can’t expect worn parts to work properly! As for gear set-up, the most essential thing is a straight derailleur hanger – the whole system fundamentally relies on this.

‘Most home mechanics won’t have a derailleur alignment gauge but you can get this checked at your local Shimano Service Centre. Cable condition is very important too – you should change your cables, both inners and outers, once a year, or every six months for high-end polymer-coated cables like Shimano Dura-Ace.

‘Always use stainless steel cables, which perform more consistently. When changing cables, always use good-quality cutters to ensure smooth cuts with no crushing of outers or fraying of inners.’

2. Keep it clean

Matt says: ‘We have some pretty cool cleaning equipment in the workshop. For the home mechanic, I’d go for a decent degreaser on the chain and use an old towel to dry it thoroughly, then re-lube.

‘Generally, I use dry lube because wet lube tends to attract more dirt, but it’s partly down to personal preference.

‘The most important thing is to wipe off all of the excess to make sure it doesn’t splatter onto your braking surfaces. Give your frame a polish after cleaning to keep it in showroom condition.’

3. Bleed disc brakes

Matt says: ‘If your hydraulic disc brakes feel in any way “spongy” when you pump the lever, it’s a sign that there’s air in the system and you should get them fully bled.

‘It’s also a good idea to change the fluid at a regular service interval because you can get a build-up of contaminants which can reduce the brakes’ performance.

‘Once a year is fine for Shimano brakes, which use mineral oil, but if your brakes use DOT fluid, this attracts moisture so it will need more frequent replacing.’

4. Check your chain

Matt says: ‘Check your chain for wear every three months, or every 1,000 miles. The Shimano TL-CN42 measures wear on the pins in the chain in percentage points – 25%-50% is fine.

‘At 75% you should replace the chain. If it reaches 100% you should also replace the cassette because the chain wears in sync with the cassette, so especially with the smaller sprockets, you can end up with slipping.

‘With a Shimano Quick Link, it’s easy to break and join a chain using the TL-CN10 Quick Link Pliers.’

5. Check your tyres

Matt says: ‘Some tyre manufacturers will have a wear indication mark – for example, Continental tyres have two small dimples.

‘Otherwise, look for a flat “squared off” shape rather than a nice round profile to your tyre, especially on the rear, which gets more wear.

‘Also look out for wear to the sidewalls, where the brake may have rubbed if not set up correctly, or any large cuts through to the casing, or cracking of the rubber where it has perished over time.

‘These are all signs that your tyres need replacing.’

When I was younger, I used to play a lot of cricket. Whenever the pitch was predictable and consistent, and therefore easy for the batting side, the term ‘flat-track bully’ was given by exasperated bowlers to a particular type of batsman who only tended to play well in such benign conditions.

Orbea’s new Orca Aero is a flat-track bully.

My first couple of rides on it involved laps of London’s Regent’s Park, where the roads are smooth and almost pancake-flat.

In those conditions, I doubt many of its competitors could score as many runs as this bike.

That’s a bold statement to make considering this is the Basque brand’s first true foray into aerodynamic design.

But in a way, being late to the game has given Orbea an advantage over some of its rivals.

While other brands were learning how to cheat the wind by testing and developing in wind-tunnels, Orbea could watch from the sidelines and learn from their mistakes.

As such, the Orca Aero adopts a similar kamm-tail design on most of its tube profiles to other well-proven aero machines.

A kamm-tail is a truncated airfoil shape – a bit like an aeroplane wing with the trailing edge partially sliced off.

Historically, this profile maintained much of the aerodynamic efficiency of the teardrop shape while conforming to the UCI’s 3:1 depth-to-width ratio rule, whereby frame tubes on UCI-compliant bikes couldn’t be more than three times deeper in cross section than they were tall.

However, in January of this year the UCI decided to relax the 3:1 ratio rule, and so Orbea has reaped the benefit of its tardiness by being the first to market with a frame that has pushed aero tube shaping beyond what was previously permitted.

It means several areas of the Orca Aero, for instance the fork blades, down tube and seat tube, are noticeably deeper in profile than you’ll find on many other aero road bikes.

Orbea says this has had a marked effect on the aerodynamic efficiency of the frame compared to the regular Orca (which, despite having aero pretensions, never actually saw the inside of a wind-tunnel).

According to the company, at 50kmh the new Orca Aero will save as much as 27 watts over its sibling.

Increased efficiency aside, I think the tube shapes afford the Orca Aero a wickedly aggressive look.

This is the aero bike’s aero bike. Such an exaggerated shape is likely to be divisive but in my opinion Orbea has nailed it and created a quintessential take on the genre.

Mind you, I’ve always been a sucker for a burly kamm-tail. (The other day I got a hint as to why when I came across a quote by the great Enzo Ferrari, who said, ‘Aerodynamics is for those who cannot manufacture good engines.’)

Bigger brother

The Aero mirrors the geometry of the regular Orca but Orbea says it has improved frame stiffness, which is up from 96Nm/degree to 106Nm/degree (a measure of torsional stiffness) in a test protocol that claims to simulate high-torque sprint efforts.

Comparing the two visually, it’s unsurprising that the Orca Aero is stiffer. Side by side the bikes look like the before and after photographs of the original Orca if it had undertaken a year of weightlifting and anabolic steroid use.

I tested the regular Orca back in issue 66 so can attest to the stiffness of that bike.

It made me wonder whether any more rigidity would actually be a good thing or not, and I fear that the transformation has tipped the Orca Aero’s ride quality to slightly the wrong side of practical.

As much as Orbea has been able to reduce its learning curve by biding its time before entering the aero road arena, it is still in many ways behind the competition.

While it has focussed purely on straight-line speed, many of the big brands are already taking that next step by making concessions to comfort and weight.

By contrast the Orca Aero is unapologetically rigid. What’s more, at 7.6kg in its rim-brake guise it is half a kilo heavier than Specialized’s latest Venge, which weighs 7.1kg with disc brakes (a system that can add 300g compared to rim brakes).

This means that the Orca Aero lacks the composed ride quality of something more compliant or the whip-crack acceleration of something lighter.

Yet before I rebuke the design too much I’d like to qualify that my time on the bike has been nothing short of thrilling.

It may not be the quickest off the line, but get past those laborious first few seconds of effort and the Orca Aero goes and goes, and keeps going.

Unfailingly my legs gave out before I felt the bike had reached the limit of its potential on flat ground.

Many of my test routes feature rolling terrain and short, punchy rises, and the Orca Aero thrives here too.

The frame’s stiffness mitigates any weight penalty and its previously illegal level of aerodynamics preserves speed easily, meaning regular hilly routes I’ve ridden on considerably lighter bikes were completed just as quickly, and

I had more fun doing them to boot.

Flawed brilliance

The Orca Aero does have its limitations – it’s not a bike for all day ambles or recovery rides.

It’s a bike that goads you into going fast. Even the gear shifts sound baritone and menacing.

Tap on the Sram eTap shifter paddle, and the rear derailleur thunks down through the cassette with satisfying donks that reverberate through the cavernous tubes.

Psychologically it’s a sound to strike fear in the hearts of fellow sprinters – I wouldn’t like to hear that behind me in a sprint now that I know how easily this bike goes from fast to faster – but when you are the rider on board it is a demonically gratifying bonus to the ride experience.

While I’d say the Orca Aero does cede ground as a total package to the market leaders, its price should be taken into consideration.

At a pound shy of £7,000, this top-spec model is hardly cheap, but it is around £2,500 less than some similarly specced competitors.

When you drop down the levels of those other brands to find an equivalently priced model, the differences in weight become a lot smaller.

And while those other brands may win out on comfort and versatility, I’d say they’d have a hard time matching the visceral joy of the Orca Aero.

Spec

Orbea Orca M11i Team review (2017)

Matthew Page

BikesEtc, 5 September 2017

Pro teams: Cofidis, UnitedHealthcare

Orbea is a Spanish brand with a reputation for bikes designed for climbing, which is why it has long sponsored pro teams who love nothing more than racing over the Alps and Pyrenees, such as Cofidis, whose roster includes Vuelta mountain stage-winner Dani Navarro.

The Orca is its all-round racer and the one that most sponsored riders will be riding.

Our M11i Team model comes from the higher end of the range, but still a couple of steps down from the very top.

Nonetheless, we were instantly smitten with its impressively low weight, which comes in at exactly 6.8kg, the UCI legal minimum.

Leaving the scales behind and heading out on the road, the geometry and frame stiffness show the bike’s racing pedigree.

On smoother roads, the Orca is a joy to ride, but on rougher roads there’s a noticeable difference between front and rear comfort, with the rear giving a smooth ride while the front is quite harsh.

This is especially so on smaller bumps where vibration buzz feeds through to your arms.

The Orca’s low weight is a definite benefit on climbs, although under higher-power efforts there is noticeable flex in the rear, mostly from the Mavic Ksyrium Elite wheels.

The rims are also narrow by modern standards, which has a knock-on effect for the tyre width, bringing them up narrower than the stated 25c size.

On the components front, SRAM’s eTap system is superb, with intuitive wireless shifting, excellent hood shape and easy adjustment.

The SRAM Red brakes are equally impressive, with immense stopping power and a great feel. With the aluminium rims, braking in the wet is good, too.

The FSA Energy finishing kit is a mixed bag, with comfortable bars that have a good shape but one small niggle was that the stem has protruding bolts that knocked our knees a few times when climbing out of the saddle.

The race specific geometry gives fast, agile handling and feels stable on the downhills. For those after a fast, lightweight bike for the mountains, this would be an excellent choice, with SRAM’s superb electronic shifting as an added bonus.

Ratings

Frame 8/10; Components 7/10; Desirability 8/10; The ride 9/10

Verdict: The Orca is significantly cheaper than many of its direct rivals, setting off its super-lightweight frame and SRAM eTAP groupset with a mid-range wheelset. Despite the slightly harsh front end, this is a thrillingly fast and impressively agile bike with a real penchant for going uphill.

Spec