This review first appeared in Issue 51 of BikesEtc magazine

With no professional team giving regular TV airtime to the brand, or even that pro endorsement cachet, it could be easy to overlook Whyte.

But that would be a huge mistake, for this British brand knows better than most what it takes to make a great bike for our roads and the adventure that is any sportive event on these shores.

Hitting the tarmac for the first time, its relatively light weight of 8.6kg is immediately obvious.

In fact, it feels lighter than the scales indicate in the way that it responds to steering adjustments and those initial surges needed to get up and rolling. The first impression is most definitely impressive.

The model we have on test is the second step in the Wessex range, with the One below it, and above it the Di2 and SE, which tops out at £6,750, so it’s clearly a frame that’s capable of big things.

Our bike came with an intriguing mix of components – Shimano’s superb Ultegra R8000 for the shifters, rear mech and hydraulic disc brakes, while the front mech is 105, albeit the latest R7000 version, and the cranks are RS510.

These lower-grade components obviously help keep costs down, which is fair enough but do lose a little something in terms of visual impact.

Fortunately, that all falls away when on the road. The components work well together and the whole is harmonious.

Not that you’ll notice as it’s such a stunning bike to ride. It strikes such a good balance of being positive and direct to inputs without ever falling into sharp or unstable.

With 30mm Schwalbe G-One Speed tyres, we wondered if the Whyte would be at a disadvantage battering along the roads but our conclusion was a definite no.

They rolled well and gave stacks of cornering feel, and being 30mm wide, dealt well with poor road surfaces. They could even tempt you off the tarmac too.

Easton tubeless rims are laced to Whyte’s own-branded hubs that match the bars, stem, saddle and seatpost.

With built-in mudguard mounts, the Wessex can do double duty through the winter should you need it to.  

Ratings

Frame: 9/10
Wheels & components: 8/10
Versatility: 8/10
The ride: 9/10 

Verdict: The Wessex was a surprise in the way it combined disc brakes and 30mm tubeless tyres with a frame that is quick-handling and confidence-inspiring. While arguably compromised when the pace really lifts, it’s more than able to keep up before that and at this price we can’t think of better.

Spec

Whyte Wessex review (2017)

3rd March 2017

Stu Bowers, Cyclist magazine

As road bikes go, the Whyte Wessex seems to be a bit of a paradox.

Dressing what appears to be a fairly aero carbon frame up with full mudguards, disc brakes and 30mm tyres suggests it’s a little confused about its identity.

But is it confused, or are we? After all, us road riders are the ones fixated on categorising bikes and unable to make up our minds about what we want to do on them.

According to Whyte, the Wessex is simply a bike built to cope with our indecisions about riding.

‘It’s never been our thing to worry about getting nine blokes around France in July,’ says Whyte’s chief designer Ian Alexander.

‘We’re more about aiming for the middle of the bell-curve, appealing to a big chunk of the UK's riders who don’t necessarily want to own more than one bike and therefore need something with more capability – something they can train on, commute on, race on, do a sportive on or whatever else, really.

‘We believe it’s probably what most people need. It’s not a gravel bike, it’s not a race bike, it’s not a sportive bike – it’s a road bike. A very capable road bike.’

Home grown

Whyte is a British brand and Alexander was himself an accomplished Elite-level road racer, so he knows well the rigours of putting in the miles at the mercy of UK roads and weather.

As such, the Wessex’s contemporary design was born from a very pragmatic approach. ‘It’s a year-round bike with a focus on British conditions and road surfaces,’ Alexander says.

‘That’s its primary design element and why we added features like the weather-sealed seat clamp and designed the frame around mudguards with clearance for 30mm tyres.’ 

Far from being a slack and sloppy steed, the geometry is classic road – 73° head and seat tube angles, with a 570mm top tube (size 56cm frame).

Only the 175mm head tube length adds sufficient generosity to the front end to keep this from being firmly in the race-bred camp.

For me, the plus side of the tall head tube was being able to run with the stem totally slammed (no spacers), which not only looked pro but also ensured maximum stiffness for fork and front-end stiffness.

The result was a truly solid feel whenever I wrenched on the drops to eke out a few more watts. 

The frame was equally sturdy at the rear when it came to out-of-the-saddle efforts on the flat or attacking a steep incline, and further evidence of its solid build quality was the absence of disc rub.

Only its overall mass – a tad porky at 9.73kg – tempers the Wessex’s agility.

I found it took a few more seconds of effort than I’d have liked to get the bike up and running, but beyond that the speed came easily and the Wessex cruised with a smooth and surefooted disposition.

The wide tubeless tyres (the Schwalbe S-One 30mm measured closer to 32mm on the wide Easton AR-21 rims) may have been responsible for sapping some of my energy under acceleration, but they undeniably paid back with a sublime road feel once I was up to speed, with oodles of grip when things got slippy.

Taking the tube

Alexander speaks candidly about how current new road technologies are at the heart of the bike’s success:

‘It simply doesn’t ride the same without the tubeless tyres. We’ve taken full advantage of the new wheel and tyre dimensions [Easton’s AR-21 wheels are 21mm internal width], which means the 30mm tyres sit with an optimal profile for lower rolling resistance but also improved comfort and grip.

‘Disc brakes too were crucial, as you simply couldn’t achieve this bike with calliper brakes.’

Out of curiosity I switched the wheels for some lighter Zipp 303 Firecrests, shod with 25mm Schwalbe Pro One tubeless tyres – a lighter and considerably pricier substitute.

Although there was a tangible improvement in initial acceleration, any performance benefits beyond that were much less marked, suggesting the Easton wheels and 30mm tyres were a very capable combination to start with.

Most significantly it was evident the wider tyres were not heaps slower than a much racier 25mm set-up, but were much more stable, grippier and more comfortable. A 28mm tyre might well hit the sweet spot, if you can’t decide between speed or comfort. 

Having the Wessex undoubtedly motivated me to head out a lot more in adverse weather, and it flawlessly dispatched each and every mile.

Whether it was a two-hour blast, my club’s 100-mile reliability trial, or even a gravel excursion, I always returned feeling positive about the experience.

It certainly hammered home the benefits of disc brakes in wintry conditions, where their predictability and performance was as good after six hours as it was the moment I rolled off the driveway.

If I were to suggest a way Whyte could improve the Wessex it would be to look at increasing seatpost flex, as my experiences on bikes such as the Canyon Endurace and Cannondale Synapse have shown that a compliant seatpost can make for a more forgiving mount without compromising performance.

It’s not that the Wessex was overly harsh – the tubeless tyres take care of most of the vibrations and bumps, especially run at around 80psi – but any additional comfort that’s not at the expense of performance seems like a no-brainer, and would also maintain comfort levels irrespective of your tyres choice.

In the context of a pure road bike the Wessex is unique. The carbon chassis is stiff enough to race, so if your ride home from the office is when you plan to do your training and maybe even some Strava bashing, the Whyte definitely has a lot to offer.

If you threw on some well-considered component upgrades over time, mainly to shed a bit of weight, and maybe had a second set of racier wheels, it would be simple to convert the Wessex from day-to-day commuter into Sunday best.

Whyte has been extremely successful in delivering its one-for-all concept. But let’s be honest, one bike is never enough…

Verdict: The Wessex could well be the only road bike that most British riders need.

Spec

BIKE WE LIKE: Whyte Wessex

WHAT IS IT?

‘This isn’t a gravel bike or a cyclocross bike just because it has disc brakes,’ Whyte’s Chief Designer Ian Alexander told us when we joined him in the Cotswolds for a test ride of the new Whyte Wessex.

‘The Wessex is a 21st-century British road bike built with utility and winter riding in mind.’

Unlike many other bike brands, it’s also built specifically to be ridden in the UK’s particular weather conditions rather than designed for multiple climates and the international market.

The mudguard system, for example, intentionally covers the wheels fully, to combat the amount of surface water we get on roads in this country.

DOESN’T WHYTE MAKE MOUNTAIN BIKES?

That’s certainly where the firm started out, but over the years it’s shifted its focus increasingly to road bikes with remarkable success.

The Whyte Dorset, for example, won BikesEtc's best-value bike of the year award in 2015.

In our experience, the firm's MTB know-how gives it an interesting edge over more traditional road-bike manufacturers and the Wessex is no exception.

It’s crammed full of the latest tech from hydraulic disc brakes through to tubeless-ready rims.

AH, THOSE FANCY WHEELS. TELL US ABOUT THEM

Here’s Alexander’s take on them:

‘Originally, the Wessex was going to have 25c tubeless on 17mm internal width rims but halfway through development, Schwalbe offered 30mm tubeless tyres and Easton came out with the AR21 disc rims, with a 21mm internal rim width.

'We realised that combination would give a completely new level of comfort and performance.’

And he’s not kidding. Being tubeless, those tyres can be run at much a lower pressure (we had ours at 70psi) without increasing rolling resistance.

And being tubeless, they won’t suffer from pinch punctures, which again is handy because nobody likes having to fiddle about at the side of the road especially if it’s chucking it down.

COMFORT I GET, BUT HOW DO FAT TYRES IMPROVE PERFORMANCE?

The science behind it shows that because of the low pressure they achieve a much larger contact patch against the road due to the rubber’s deformation under a rider’s weight.

This allows the rider a lot more control, especially when it comes to riding in the rain.

Which is especially useful for winter riding. It keeps rolling resistance to a minimum because with no inner tube, the tyre experiences no internal friction and so no energy loss as the wheel turns and compresses.

AND HOW DID THAT WORK OUT IN PRACTICE?

Perfectly. The comfort was staggering when we took the Wessex down pot-holed roads.

We found it absorbing everything in its path, dulling even the roughest of road vibrations.

‘And because the supple 30mm tyre contact patch is absorbing all the resonance and vibration as well as impacts,’ Alexander told us, ‘we were able to develop a very stiff frameset, too.’

OH YES, THE FRAMESET. TELL US ABOUT THAT... 

'In terms of geometry, it’s quite traditional,’ Alexander revealed before admitting that the Wessex actually has a slightly longer rear than most road bikes – a design lick nicked from mountain bikes.

It certainly showed, too, when we were out on the road. When holding our line through fast sweeping corners and on long descents the bike felt calm and controlled.

The longer wheelbase guided us smoothly through where a more compact ‘race’ bike might have felt more twitchy.

SO IT’S SLOW BUT SURE?

Not at all – in fact, the sheer speed of the bike will take you by surprise. But the Wessex’s true strength lies in its mix of innovation and practicality.

With a premium carbon frame and full-carbon fork, a tapered head tube, thru-axles front and rear, conservative geometry yet big tyres, disc brakes, internal cable routing, concealed mudguard eyelets, and a round seat tube post ‘so people can attach their light as normal,’ this may be a great winter bike, but it’ll also serve you well throughout the rest of the year, too.

(Originally published in BikesEtc issue 28, January 2017)

Spec

Designed to present you with many possibilities, with a relatively relaxed geometry offering scope for big fun, comfort and huge smiles both on and off-road. With the US firm’s Diverge range now five years old, Specialized have been ploughing the ‘adventure’ furrow longer than most.

Frameset

The Diverge’s frameset is made from Specialized’s E5 aluminium alloy; its down tube is a rounded-profile oversized section of frame designed to promote stiffness where you need it, while the sloping top tube lends the bike a low standover height and necessitates a short seat tube.

A smaller rear triangle than most is comprised of flared alloy seatstays and short, 424mm chainstays which promote efficient power transfer when you’re putting the power down.

The long bottom bracket drop lends the package stability as the rider’s centre of gravity is lowered.

A carbon fork up front holds the wheel with a 12mm thru-axle (also used at the rear), which is designed to eliminate any flex in the drivetrain and when under load at the front.

Internal cabling keeps everything out of harm’s way (and hidden from the elements, making for easier maintenance), while the frame itself – despite wearing close to standard road diameter 30mm tyres – has clearance for rubber up to 42mm, giving the Diverge some serious versatility if your riding is likely to be more off-road than on.

Planning some bike-packing? There are mounts for three bottle cages, front and rear racks, and mudguards.

Groupset

In Specialized’s own words, they’ve chosen to ‘put the emphasis on reliability rather than flashy componentry’.

So, the Diverge is equipped with a lower-end Shimano Sora groupset. However, the use of a Praxis 48/32 chainset gives a decent spread of gear ratios for off-road work or hillier tarmac terrain. Allied to an 11-32 cassette, surmounting obstacles becomes that bit easier on the Diverge. 

Finishing kit

Specialized hasn’t gone flashy with the finishing kit either. It’s typically alloy fare, designed to do the job.

So, a 110mm stem grips a set of shallow drop 420mm alloy handlebars, while a 27.2mm alloy seatpost extends from the seat tube.

Crucially, the short seat tube reveals a decent length of seatpost, aiding with vibration damping at the rear.

Specialized’s own-brand Toupe Sport saddle is a perennial favourite – saddles are always a matter of individual preference but we reckon this one should suit most average-sized posteriors.

Wheels

Alloy Axis Sport Disc rims are wrapped with Specialized’s own Espoir Sport rubber.

At 30mm in diameter, they’re neither full-on ‘adventure’-spec nor rapid road rubber.

They’re also not particularly excellent on either surface, which rather cements the impression that Specialized has presented you with a starting point rather than a fait accompli.

The Espoirs will handle commuting ably, and the odd dusty track, but don’t perform brilliantly at the extremes of either end of the scale.

First impression

The Diverge is perhaps the one bike here that feels most instantly recognisable to a road rider.

Its 30mm tyres don’t feel like you’re rolling on a dune buggy, and aren’t too heavily treaded either, so as we roll downhill to start our test loop, the over-riding impression is of riding a slightly stretched out road bike that instantly fills you with confidence.

On the road

As an all-rounder, the Diverge has found its place. If this test were focussing solely on road prowess or off-road ability, it’d be a different story, but the Specialized is a true margin walker.

Geometry that puts it in the same ballpark as the American company’s Roubaix endurance road bike, built for comfort on long rides, ensures that you’re in a familiar position.

But the real positive in the bike’s build is its gearing set-up. If you’re not looking to spend a king’s ransom on a bike for all purposes, you’ll need to accept some compromises, but the only ones you take here are a little extra weight and one less cog on the cassette.

Shimano’s nine-speed Sora could take a direct hit from an anti-tank missile and still shift dependably.

Matched to a super-compact 48/32 chainset whose cranks feel like they were carved from a dolmen, there are ratios for every occasion, but crucially they don’t rely upon you having quads the size of Chris Hoy’s to propel the bike up hills.

Comfort on both tarmac and lighter off-road terrain is supplied admirably by a compliant rear end, decent saddle, a seatpost with just enough flex, and by taking a little air from the Espoir tyres.

And if you want to give it some hell on the run home, the compact rear frame triangle is designed to allow just that, being stiff enough to stay firm when you put the hammer down.

Handling

The amount of grip available from the 30c tyres fitted to our test bike is not up there with the best, but this isn’t a test of grip at the extremes of lean angle.

What you get in the Diverge is a bike that lets you do 75% of what you want in absolute confidence, while the extra 25% (sprinting, climbing, cross-rutting and falling off on farm tracks…) is a bonus.

Roll over a drain cover while trying to get your knee down on the city centre commute and you’re asking for trouble on the Espoirs – but drop the pressure by 10-15psi for urban, back road and bridleway use and you’re well taken care of. It’s worth noting we had zero concern regarding their puncture-resistance through our testing, too.

RATINGS

Frame: Sturdy alloy frame designed for comfort. 8/10 
Components: Solid and reliable rather than flashy. 8/10 
Wheels: Tyres and wheels are both good all-rounders. 8/10 
The ride: Stable and comfortable over any terrain. 8/10 

Verdict: It may be lacking somewhat in ultimate thrills but the Diverge E5 Sport is nonetheless a strong and capable all-rounder.  

Geometry

Spec

It all began on Saturday 30th January 2016. That was the day U23 rider Femke Van den Driessche’s spare bike at the Cyclocross World Championships was inspected and a motor was found inside. It was unprecedented, and has changed the way we think about cheating in cycling.

The system she used was a Vivax-Assist motor. The motor, situated in the seattube, works by turning a bevel gear fastened to the crank axle and gives a power boost of around 100 watts.

It is a technology that has been in development for years – largely aimed at a market of older riders keen to maintain their normal riding pattern while losing fitness.

Since the curious incident of Van den Driessche, we’ve seen two further incidents of a Vivax system used in competition for unfair advantage, both by amateurs.

Today, it is expected that UCI president David Lappartient will announce new tests to help quash the suspected use of motors in professional cycling promising tougher sanctions.

But what Cyclist want to know is how much of an advantage does such a concealed Vivax motor really offer?

We put the Goat Race with the Vivax-Assist within it up - ridden by me - against a Bianchi Oltre XR4 - ridden by my colleague James Spender - on a steep hill-climb, both with and without the motor activated to see what difference the motor offers

Goat Race Ultegra (with motor), £4,999

We didn't use power meters, or timing on the climb, but instead looked at how the system feels, and looks to the competition, when used against a conventional bike.

Head-to-head

As we established when first testing the system, it requires more practice and skill than a more complex pedal-assist system. It also requires an aluminium frame or an internal aluminium sleeve to secure the motor in place.

While the motor is not in use, it engages a freewheel, but the bevel itself must still be turned by the force of the axle. It’s a tiny level of resistance, but one that might be palpable over 100km of riding.

There is also a heavy battery unit that must be attached to the motor. In this case it’s concealed within the water bottle.

Consequently there are a few sacrifices to a concealed motor.

The bike we’ve tested is the Goat Race, UK-based Goat Bikes has designed and assembled the bike with the Austrian-made Vivax-Assist system integrated within it.

Goat has made a fine aluminium bike, very well adapted to the motor, but with the added weight and lower quality material this certainly isn’t a World Class bike when the motor is off.

It weighs 10.2kg but has a concealed motor which can give over 100 watts of assistance.

The Bianchi, by contrast, comes in at 6.8kgs with aerodynamic tube shaping and stiff deep section Campagnolo Bora wheels.

Bianchi Oltre XR4 Super Record, £9,500

The motor has 200 watts capacity, but owing to the cadence-based boost and presumably some transitional losses, we’ve generally perceived the boost to be closer to 100-120 watts.

It’s nowhere near as powerful as the enormous Bosch motors we see in e-mountain bikes and in the emerging class of e-road bikes.

On a good day, James is a little more explosive than me, and so I’d expected him to edge ahead of me without the help of the motor, especially on the lighter and stiffer Bianchi.

With the motor on, though, we expected it would be enough to bridge the gap between both our bikes and our physiologies. The interesting measure was to find out by how much...

On a short steep climb like this, though, the motor is pushed to its limits in terms of torque, and the extra weight of the Goat does have all the more influence.

Turbo charged

While there’s no question that the motor makes the Goat faster, the important question is how dramatic such a boost is. Could WorldTour mountain attacks or sprints up the Koppenberg really be explained with a concealed motor?

While there are watts on offer, the power difference required to sprint away from World Class riders is substantial, and does the Vivax offer that sort of boost?

Equally, could it let an amateur rider compete with professionals?

As our video suggests, there is certainly an advantage to be had, with a two bike length deficit turning to a one length lead. But three bike lengths over a few hundred metres isn’t enough to split a WorldTour field, or allow an amateur rider to compete with elites.

Of course the motor requires a certain skill, and by resetting the cadence that the system works toward (more on that here) I could maybe match the lower cadence demands of a climb like this.

With the specific output of the motor requiring a smooth rotation of the cranks my climbing style looks a little unusual compared to my first run and could give away a cheat on close inspection.

The noise, however, was not a giveaway, as the Vivax-Assist is far quieter than its predecessor, the Gruber-Assist.

On the whole, though, it remains difficult to imagine top pro cyclists relying on a concealed motor system such as this – given the relatively conservative gains in power versus the numerous disadvantages and the visible difference in pedalling technique that might give the motor away.

But, of course, stranger things have, and do, happen.

All bike brands like to claim their production methods are unique. The truth is that most brands make their carbon frames in much the same way, using similar materials, often in the same factories in the Far East.

So when we find a brand that really does do things differently, we sit up and take notice.

Duratec produces its bikes in the Czech Republic, and it moulds its frames in a single piece in one large aluminium mould.

While that may seem like a small difference, it’s a significant one.

Normally, what most people call a ‘monocoque’ (one-piece) frame is actually made in several parts.

One mould creates the front triangle from multiple sheets of prepreg carbon fibre, the chainstays and seatstays are created separately and then all the bits are bonded together.

With the Phantom, the whole frame really is fabricated in one piece.

Image 2 of 7

Image 2 of 7

‘With this production technology the fibres lie uninterrupted for nearly the whole length of the frame,’ says chief designer Milan Duchek. ‘This means it has better mechanical properties.’

What he means is that the frame is very rigid. That makes sense, as fibres joined together are less stiff than those inserted into a mould without a break. Duratec also boasts high grade carbon in the frame.

‘We use Toray T1100, which is the strongest fibre in the world right now,’ says Duchek.

Now, a claim like ‘strongest carbon in the world’ needs some qualification. The strength is in terms of tensile strength (3,460MPa, since you ask) rather than impact strength or rigidity – which would be measured by Young’s modulus.

As such, the use of Toray T1100 doesn’t mean the Duratec is the strongest bike in the world. Duchek says the advantage of the fibre is as a way to reduce weight.

‘We could have used cheaper material with low tensile strength but we would have needed to increase wall thickness, also adding weight,’ he says.

The engineering behind the frame certainly reflects a meticulous attention to detail.

Image 3 of 7

Image 3 of 7

Even a casual glance reveals intricate layers of carbon, finely laid squares for cable inlets and stunning raw carbon weaves around the bottom bracket that are as much art as they are a showcase for the design.

However, much as I’m awed by carbon fibres and resins, material isn’t everything.

Design, geometry and tube shapes play a far more important part in the equation of a good bike.

Getting the carbon right will give a very good bike the edge, but first we need to see whether Duratec has the right building blocks for the Phantom.

Phantom limb

On first taking to the road on the Phantom, I was struck by how rigid it felt. From front to back the frame just seemed to deliver on input, spurring me on to greater efforts.

Having ridden the Colnago C64, S-Works Tarmac Disc and Giant Propel in recent months, I had expected the Duratec to lag a little behind the performance on offer from those bikes, yet actually the transition was seamless.

On first impressions the frame seemed every bit as good as the very best on the market.

Image 4 of 7

Image 4 of 7

That rigidity was coupled with an impressively light overall weight – the frame is a claimed 760g, which helps to keep the overall build at around 6.8kg (it could be lighter, but the Campagnolo EPS groupset – while great to use – is around 200g heavier than Sram eTap).

The Phantom’s other big draw is its pleasing degree of comfort.

In the days of wider tyres and tubeless technology, frames can probably get away with being a little stiffer than they once were.

But I’d say that on a set of 25mm tyres, the Duratec falls into that sweet spot of delivering enough vibration from the road to feel fast but not so much as to ever disturb the rider. It simply felt smooth, as though I was drifting happily over the road surface.

With 28mm tyres fitted, for which there seems to be enough clearance, it would be a more versatile package for longer days on rough tarmac.

The standout facets of the ride quality are handling and stability. The bike was solid and well balanced, and it remained firmly planted beneath me as it set about thundering along the road, carving into tight corners or descending with predictable sharpness.

I believe this is largely to do with the material, but is also helped by good design and proven geometry. Duratec has sensibly not tried to reinvent anything in this regard.

Standing alone

The Phantom’s ride quality and performance were first rate, but I was still left with a few reservations about the overall package.

The most striking is that, for a bike of this price, there is no option for custom geometry.

‘Instead of geometry changes, we offer eight sizes, plus there’s a high customisation of our components,’ says Duchek in response.

In one regard, this makes a lot of sense – it’s simply not feasible to design a one-piece mould for every customer.

But it does beg the question of what the Phantom can offer compared to any WorldTour racer from the major brands.

While the material and construction method are interesting, there’s nothing wholly different about the bike.

Yes, it’s made in a single piece but that’s ultimately a manufacturing USP with marginal gains.

Image 5 of 7

Image 5 of 7

Duratec hasn’t broken new ground with integration, versatility or aerodynamics or even simply thrown the UCI rulebook away and designed something that looks strikingly different.

With so many black carbon bikes currently on the market, the Phantom doesn’t really stand out.

Indeed, it even seems a little overly conservative in terms of sticking to rim brakes and offering no disc brake alternative.

All that said, at £8,500 with a Campagnolo EPS groupset, the Phantom is no more expensive than many alternatives from the big brands with a similar spec.

In pure technical and performance terms, I’d say it beats many of the best rim brake racers on the market too.

Spec

The Tour Down Under gets the WorldTour circus up and running next Tuesday with a rolling 132.4km Stage 1 around the Australian city of Adelaide.

It will be the first opportunity of 2019 to see some of the world's biggest and brightest stars pinning on a number and starting yet another season in the professional peloton.

Among those will be Peter Sagan (Bora-Hansgrohe) who begins a season focused around Milan-San Remo success and Richie Porte who will be looking for a change of fortunes at new team Trek-Segafredo. 

The Tour Down Under will also represent the first chance to see all of the new gear being used in the WorldTour in the same place.

It will be the first chance to see the new Cervelo S5 in action, thanks to Team Sunweb, while the eagle-eyed among you will notice that some unreleased kit will also be in use, most notably Campagnolo Super Record 12-speed EPS.

Luckily, Cyclist had photographer Chris Auld on the ground in Adelaide to snap this tech for your viewing pleasure.

A selection of 2019 WordTour bikes at the Tour Down Under

Team Sky: Pinarello Dogma F10

Image 2 of 239

Image 2 of 239

A modern-day classic of the pro peloton, the Pinarello Dogma has been a loyal sidekick of Team Sky for the best part of a decade and will stay with the team as they ride off into the sunset at the end of the year.*

Little has changed for the team in regards to the set up of the bike with Shimano providing its Dura-Ace Di2 groupset and Dura-Ace wheels while Pinarello's own subsidiary brand Most provides finishing components such as the aero cockpit.

The bike has a new lick of paint to reflect the navy in the jersey while it is interesting to see that the team is still fighting against the ubiquitous use of disc brakes unlike many of its opponents.

*If they are not purchased by a Canadian-Israeli billionaire or Comcast.

CCC Team: Giant Defy 

Image 28 of 239

Image 28 of 239

New kids on the block CCC Team have brought some colour into the peloton with orange jerseys but not with the all-black Giant bikes, as the Taiwanese brand moves away from its former partnership with Team Sunweb. 

That's not a problem, mind. The Giant Defy looks to be one of the cleanest bikes in the peloton with its own brand wheels - complete with a slightly comical hashtag decal - and a set of clean Vittoria tan wall tyres to match. 

CCC, like Team Sky will also opt for Shimano groupsets in 2019, along with Giant's own finishing kit and GPS computer.

Beyond the Defy, riders will also have use of Giant's aero Propel bike which we are likely to see on Stage 1 considering the race's sprint finish.

Team Sunweb: Cervelo S5

Image 51 of 239

Image 51 of 239

Tom Dumoulin, Michael Matthews and the Team Sunweb gang will now be riding Cervelo instead of Giant for 2019 including the brand new Cervelo S5. 

With a gaudy paint job and a funky split stem, the team will be hoping the bike's technical prowess, as opposed to its stunning looks, will be getting it across the line first. 

The V-shaped stem promises to allow a cleaner flow of air through the bike although can be converted to a traditional set up if preferred by the rider.

Like CCC and Team Sky, Team Sunweb have also dressed their bikes with Shimano Dura-Ace but with disc brakes, as the Cervelo S5 only allows for this. The team will also use Shimano wheels and Continental Competition tubular tyres.

Lotto Soudal: Ridley Noah Fast

Image 81 of 239

Image 81 of 239

Belgian team Lotto Soudal proved busy in the transfer market this year bringing in sprinter Caleb Ewan and lead-out men Adam Blythe and Roger Kluge. Apt considering bike provider Ridley released its updated Noah Fast aero bike late last year.

The frame is claimed to be 10% faster in the wind tunnel than its previous iteration and should propel the team to further wins in the next 12 months.

It's also worth noting that Lotto Soudal, alongside Movistar, will also be riding the unreleased Campagnolo Super Record 12-speed EPS, the electronic version of the new groupset launched this time last year.

What this likely means is that we can expect the EPS 12-speed to be on shelves in the not too distant future.

To match the Campagnolo groupset are Bora Ultra wheels and Deda components. 

Groupama-FDJ: Lapierre Aircode

Image 119 of 239

Image 119 of 239

Quietly bubbling along as one of the best looking bikes in the pro peloton, the Lapierre Aircode will be the aerodynamic weapon of choice for French team Groupama-FDJ. 

Not just because of its appealing red, white and blue colour scheme but its effortlessly clean design for an aero bike that matches traditional geometries and more advanced tube shapes.

Like the majority of WorldTour teams, Groupama-FDJ have opted for Shimano Dura-Ace Di2 groupsets and Dura-Ace wheels although interestingly with rim brakes, bucking the trend for discs.

Shimano also provides its Pro components for the stem and handlebars.

Bora-Hansgrohe: Specialized S-Works Venge 

Image 144 of 239

Image 144 of 239

The bike of Peter the Great, the S-Works Venge propelled both Bora-Hansgrohe and Quick-Step Floors to a mountain of wins last season and should do yet again. 

Shedding weight from the previous edition of this bike, don't be surprised to see the Venge used at the Cobbled Classics as riders like Sagan try to take advantage of its aero capabilities in the race's final kilometres. 

Specialized has also provided its Roval wheels, saddles and aero handlebar/stem combination to the Bora team while Shimano, yet again, gets its Dura-Ace Di2 disc groupset on show. 

Also, notice that Sagan has opted for a sprint shifter inside the bars to make it easier to change gear when riding full gas towards the line. 

Bahrain-Merida: Merida Reacto

Image 185 of 239

Image 185 of 239

The Bahraini team take to the Tour Down Under with the Merida Reacto, the aero bike that guided Vincenzo Nibali to a memorable victory at Milan-San Remo in 2018. 

New signings Phil Bauhaus and Rohan Dennis will be hoping that the Reacto's low weight will be enough to guide them across the rolling sprint days early in the week before likely switching to the climbing Scultura for the stage on Willunga Hill. 

Again, Shimano Dura-Ace Di2 disc is in use with the addition of an SRM power meter to the crankset. Wheels are provided by Fulcrum while the cockpit is Vision's one-piece Metron combination. 

Movistar: Canyon Ultimate CF SLX

Image 227 of 239

Image 227 of 239

One of the few teams to stick by Campagnolo in the WorldTour, Movistar will also be using the unreleased Super Record 12-speed EPS at the Tour Down Under, the first time the groupset has been used in cycling's top flight.

Like Lotto Soudal, Movistar will also be partnering this groupset with a set of Bora Ultra wheels to bring an Italian vibe to this thoroughly German bike. 

The frame is the Canyon Ultimate CF SLX, the climbing bike in the brand's range, which has recently been given some aero optimisation to improve efficiency on the flat roads.

Canyon also provides the seatpost and its one-piece aerocockpit to finish the bike in a sleek manner. 

It's been a busy year for French sports giant Decathlon with a host of changes, particularly to its in-house bike brand B'twin. The cheap but cheerful brand relaunched as Triban at the end of 2018, with focus on the lower end of the market providing bikes with endurance-based framesets and lower spec components. 

Decathlon has now made steps to break the higher end of the market with the launch of its second in-house brand, Van Rysel, which was unveiled in Belgium earlier this week.

This latest brand will focus 'much more on the performance cyclist and will see the introduction of products never stocked at Decathlon before such as skinsuits and aero helmets.'

Image 2 of 7

Image 2 of 7

The idea behind the new name comes from the translation of Van Rysel meaning 'From Lille' which is firstly a homage to Decathlon's headquarters in Lille and also secondly to where the bikes are designed, assembled and tested, using the nearby Roubaix and Flanders cobbles as a test centre.

Brand director, Nicolas Pierron, believes this new brand will open a new chapter for Decathlon taking them away from being solely the brand known for its cheaper, entry-level bikes. 

'We started this project with a blank canvas and first set about recruiting a passionate team and the best technical partners. Their experience and passion helped us to create products which meet the requirements of the pros but are accessible for our customers at Decathlon,' said Pierron.

'Cycling in this region is truly a religion, so we have since moved production from Portugal to Lille and we have put the lion of Flanders on to each frame.

'The name Van Rysel is not really something we invented; it’s just an introduction of this new story for performance road cycling at Decathlon.'

Topping the new range will be the Van Rysel Ultra 940 CF Dura-Ace, replacing the B'Twin equivalent from 2018. With this full carbon frame comes mechanical Shimano Dura-Ace and a set of Zipp 303 clincher wheels with Vittoria Corsa tyres. Fizik and Deda components complete the bike.

Image 6 of 7

Image 6 of 7

Unfortunately, the brand has dropped its blue and fluorescent pink paint job but is likely to continue its tradition of low prices. For example, the equivalent bike in the B'Twin range cost only £3,500 last year.

Also in the range will be a Van Rysel 940 CF Ultegra Di2 option with Mavic Cosmic Pro wheels, set to retail at €3,800, and a mechanical Ultegra option with the same wheels just with alloy brake tracks.

At the bottom of the range will be the Van Rysel 900 AF aluminium frame with the new Shimano 105 groupset and a set of box section Mavic Askyiums. 

To complement the new bike brand will also be a clothing and shoe collection based upon the popular B'Twin brand that has already been established.

Prices will be in the 'respectable' range with irredescent carbon shoes for only £109 and a skinsuit for under £100.

Image 4 of 7

Image 4 of 7

One drawback of the bike collection could be the lack of disc brakes although with the brand now taking its bike manufacturing more seriously we could expect to see this option in the future. 

Prices are yet to be released for the range with more information expected to come when the bikes reach stores and online from March 2019.

This feature was originally published in Issue 82 of Cyclist magazine

To call Eiji Konishi a good framebuilder is a bit like saying Yo-Yo Ma knows his way around a cello. Because while gifted individuals exist in any field, few make it to the realm of virtuoso.

That might sound a little overblown – we are, after all, only talking about making a bike, right?

And although this bike cuts a pleasing and slightly different silhouette, like most road bikes it’s a relatively simple design.

But scratch the surface and this titanium creation reveals a framebuilder who is master of his craft – so much so that he’s been nationally recognised as one of the greatest metal fabricators in his country.

Monster in the machine

Konishi lives in Yosana Town, in the Kyoto prefecture in Japan.

He comes from artisanal stock – his parents are master craftspeople, and in fact his workshop is adjacent to theirs.

But while they make Japanese cultural artefacts, Konishi is busy building all things two-wheeled, exclusively in titanium.

His repertoire is vast, from reworking classic Shimano trials bike pedal designs (making the cages from titanium as opposed to aluminium, which wears and loses its ‘bite’) to fabricating motocross chassis, workstands and exhausts.

The motorsport side of the business goes under the name Weld One, a fairly self-explanatory title given Konishi’s chosen medium.

But for bicycles he reserves the use of Ogre, of which a machined, manga-style interpretation adorns this bike’s head tube.

The name comes from nearby Mount Oe, home to legendary ogre Shuten-doji, who came down from his mountain to steal Kyoto’s womenfolk and eat them.

He was only vanquished when hero Minamoto Raiko incapacitated him with sake (of which the ogre was very fond, his name translating as ‘sake-drinking-lad’) and chopped off his head.

Even then, the ogre wouldn’t die, and Raiko had to put on three helmets to protect his head from being eaten by the decapitated marauder.

It’s as good an origin story as we’ve heard, and seems fitting for a bike made from the fabled ‘forever metal’, covered in anodised cherry blossom and packed full of neat details.

Taking the hard line

‘I make everything myself,’ says Konishi.

Or rather, writes. Because although we first met – and featured – Konishi in a Cyclist piece about the Bespoked handmade bike show back in 2017, our Japanese hasn’t really come on very much in that time.

Thus, we converse through the international language of nodding, smiling and tyre squeezing, coupled with the might of the smartphone, which Konishi uses to translate sentences.

‘I bent the seat tube and cut the head tube and bottom bracket from solid material,’ he says/types.

‘I made the handlebars from the start. I bent the tubes. I cut the dropouts. I did the cherry blossom. I made the disc rotors. It’s all made from titanium.’

The polished metal of those parts bears the buffing strokes that only untreated titanium can, an iridescent lustre that reveals an almost grain-like structure.

And while words like ‘cut’ and ‘make’ lose something in translation, what Konishi explains is that every part here, save for the carbon fibre inserts on the seatstays, is made by him.

The head tube and bottom bracket are machined from solid 6-4 titanium ingot, which starts life looking like a metal log before being whittled down by computer-programmed machine tools into a single, hollow component.

The dropouts and disc rotors – which might appear similar to the Campagnolo rotors one might expect given this bike’s Campagnolo H11 disc groupset – have been machined from 6-4 titanium plate.

Why is this important?

Because 6-4 (or grade 5) titanium, is a harder alloy than the 3-2.5 (grade 9) more commonly found in ti frames (the numbers refer to the percentage of aluminium and vanadium metals used in the alloy).

It’s therefore a harder material to work with, titanium giving machine tools a famously tough time as the more it’s worked the hotter it gets, and the hotter it gets the more resistant it becomes to being cut.

This in contrast to the relatively ‘soft’ world of aluminium alloys.

Still, a framebuilder using 6-4 in their builds is not unique. But machining it himself, as Konishi does, just might be.

The tubing here is still 3-2.5 however, mostly because it’s all but impossible for builders to source 6-4 tubing in bike frame diameters.

If it does appear as a bike tube, 6-4 is usually rolled and seam-welded plate.

Konishi also uses 6-4 titanium filler rods with which to weld, believing the outcome to be stronger, and making him unique as a builder, he thinks.

Regardless of the truth of those claims, Konishi’s welding skill is something celebrated beyond his peers.

He consistently places highly at Japan’s National Welding Technology Competition, coming fourth in 2012, where he was only beaten by welders from heavy industry giants.

We must admit to not being quite up to speed with industrial welding competitions, but apparently that’s a pretty major achievement, and although Konishi reckons he ‘rushed’ this bike, building it entirely from scratch in three days to have it ready for Bespoked 2018, the results speak for themselves.

Ogre custom titanium road bikes, prices from around £3,000 (frameset). Visit weld-one.com for more details

This article was originally published in issue 82 of Cyclist magazine

If you’re going to include the word ‘fast’ in the name of your bike, you’d better be able to justify it. Fortunately for Ridley, the new Noah Fast Disc lives up to its title.

Everything about this bike has been tuned for speed, with Ridley making good use of its own wind-tunnel to hone the tube profiles, as well as getting input from the pro riders on Belgian WorldTour team Lotto-Soudal.

‘The wind-tunnel was used a lot in terms of the development, as Ridley has the luxury of its very own, literally next door to the office,’ says Ridley’s man in the UK, Stu King. ‘That was invaluable in terms of getting the most out of the design.’

The result certainly looks sleek. The front of the bike features Ridley’s proprietary one-piece carbon bar and stem.

This is aero-profiled and the stem is set to a slight negative angle, giving an aggressive position and hinting at the bike’s intended use for racing.

Image 2 of 7

Image 2 of 7

On top of that, all the cables now disappear inside the bars and run through the frame, making for an incredibly clean front end.

The aerodynamically profiled tubes also have indents that run down either side of the head tube, the fork, the down tube and the seatpost.

The indents even continue through the stem spacers, and the purpose of these grooves is to act like a ‘trip’, disturbing the airflow as it passes over the tubes.

This helps reduce drag, and Ridley claims the new Noah Fast tested 10% faster in the wind-tunnel than previous versions.

The gaps in the fork that were on the previous Noah SL (which apparently smoothed airflow around the front wheel) have disappeared, but the new Noah Fast has gained some extra protuberances on the ends of the fork to help with airflow over the disc brakes.

Image 3 of 7

Image 3 of 7

Ridley also claims the new version is lighter than its predecessor, to the tune of 250g. I weighed this Noah Fast Disc at 7.43kg, and the company says the rim brake version of the same bike comes in at under 7kg.

The fact that Ridley is producing a rim brake version of the bike at all is of interest, as many brands are making the wholesale move to disc brakes and potentially abandoning rim brakes on their top-end bikes.

‘Ridley is happy to offer a rim brake version of the Noah Fast because there are plenty of people, like me, with a top groupset and a couple of pairs of wheels, who still want to take advantage of the newer frame technology,’ says King.

‘Over time there will be more of a move towards disc, but for the time being it is good to have both options available.’

Image 4 of 7

Image 4 of 7

Search for speed

Out on the road, the Noah Fast Disc bike performs exactly as its looks suggest it will. That is to say it whips along on the flat, descends with control, but lags a touch when pointed uphill.

At a shade under 7.5kg this isn’t exactly heavy for a disc-equipped bike, but I’ve tackled my local hills on bikes that are much nearer to the UCI minimum limit of 6.8kg, and the Noah’s extra weight was noticeable on the climbs.

Even so, thanks to the stiffness that is a consistent feature of all Ridley frames, little power was lost to flex while climbing.

Former Lotto-Soudal sprinter André Greipel, who helped develop the bike, is famous for being able to generate 1,800W of power in a sprint, so it’s no wonder that Ridley is so good at ensuring the stiffness of its frames.

As such, and combined with the aerodynamic tube shapes and the aggressive position, the Noah Fast really clips along on the flat.

The dynamic ride position at the front of the bike did take a bit of getting used to for me – and I usually ride with my stem slammed or near-to.

However, after only a few rides, the aggressive geometry felt spot-on for the bike.

Image 5 of 7

Image 5 of 7

This possibly isn’t the best choice for a rider who struggles to get into that low-down position or who is looking for a comfortable ride.

Ridley has made some concessions to comfort – clever ‘puzzle’ spacers that can be added or taken away without removing the stem. The Noah Fast is delivered with a higher front end than the bike on review, as it gets sent out with 35-40mm of the 'puzzle' spacers below the stem. Riders can then make their own choice of handlebar height.

A further concession to comfort is that there is a lot of exposed seatpost to allow for some extra flex – but ultimately this is a race machine that values speed and stiffness over compliance and cushioning.

What's more, 28mm tyres can be fitted for those people looking yet more comfort. According to King, 'tyre clearance is often one of the first questions these days from possible buyers and it's the easiest way to add some comfort.'

He adds that, ‘Overall this bike is trying to get to the magic formula of not just an aero or lightweight or endurance bike, but a great combination of all aspects.’

I’d say it’s almost there, but the riders who will enjoy this bike most are those who are more concerned about how fast they can get somewhere rather than how comfortable the journey is.

Image 6 of 7

Image 6 of 7

Choice of the pros

With all this speed at their disposal, will the pro riders at Lotto-Soudal be aboard the Ridley Noah Fast Disc next season?

‘In terms of the Lotto-Soudal team, the riders themselves are very much left to choose their own weapon,’ says King. ‘Many are still traditional enough to always go with the approach of choosing the lightest.’

That means Ridley’s lightweight Helium bike might still be a popular choice, but King adds, ‘We still expect two-thirds of the riders to go for the Noah Fast as their race frame of choice.’

Having tested it, I can see why the pros would want this lightning-quick machine in their armoury, but I can see scope for further improvements down the line in terms of the balance between comfort and speed.

Now that the rider with the biggest input to the bike, André Greipel, has left Lotto-Soudal, perhaps Ridley will be persuaded that it can afford to dial back some of the stiffness and add in a little extra comfort.

For those of us not producing 1,800W, the change would make little difference to our performance.

Image 7 of 7

Image 7 of 7

Specification

Have you ever noticed that Canyon and Lidl are actually very similar companies? No, really, hear me out.

Firstly, both are German. Secondly, while Lidl relies heavily on the strength of its own-brand products, Canyon is also heavy on pushing its own brand components. That, like Lidl, keeps costs down and helps them offer higher-end products at more reasonable price.

Both also have the tendency to be passed over by a snobbish section of the UK market for their more expensive counterparts.

It is the same type of people who fork out extra for an identically tasting food product at Sainsbury’s or Tesco that would dig deep into their coffers for a Bianchi or Colnago over a Canyon.

But, crucially, both Canyon and Lidl manage to produce top-of-the-range product without associating it with high-ticket pricing.

The recently released Canyon Aeroad CF CL Disc 7.0 is case in point - the frame is the same shape as Canyon's top of the range aero superbike of the same name, which is among one of the fastest frames available on the market, but dressed in Shimano’s mid-range 105 disc groupset and Canyon’s own componentry the bike meets a price point that’s as competitive as an aero bike has ever been.

A frame’s a frame

One cost-cutting method Canyon employed in this latest setup was by using its CF SL frame as opposed to its CF SLX option.

In layman’s terms, this means Canyon constructed the frame from a lower grade off carbon. It adds around 100g in weight - dependant on frame size - and also concedes some lateral stiffness but is ultimately cheaper to manufacture.

This does not compromise speed, as Canyon points out stating ‘the frame mould remains the same across the range meaning aero optimisations are equally effective at reducing drag on the SL and SLX versions.’

Image 4 of 11

Image 4 of 11

I found this was borne out on the road. Putting your foot down on the Aeroad CF SL still gives you that incredible feeling of acceleration associated with the range’s high-end models.

Akin to being in a modded Subaru, I was surprised by how quickly this bike got up to speed and then even more so by how well it held it.

It felt fast and my feelings were proven correct. Returning home and uploading my ride to Strava, I noticed my average speeds pushing a few kilometres an hour faster than usual.

In reality, it seems the loss of lateral stiffness seems negligible in real terms. Sprinting on this bike feels just as stable and efficient as it does on the SLX and no slower than other top-of-the-range aero bikes I have ridden.

The speed of this bike cannot be fully attributed to the frame. Realistically, its the choice of Reynolds’ AR 58/62 deep section wheels are just as important in bringing the speed to this bike.

Riding on lovely flat roads with no wind, I could really feel the benefit of these wheels. They cut through the air with ease and help build the pace as I pushed harder and harder.

When the road was not so flat and the atmosphere was not so still, that's when I started to experience problems with the wheels.

Riding uphill, the wheels felt slightly lethargic and at 1730g for the set I could feel the added weight plying against me, especially out of the saddle.

Image 5 of 11

Image 5 of 11

It was also apparent that the wheels caught any significant crosswind.

While Reynolds claims its ‘refined, wider rim shapes have been optimized for crosswind stability at a variety of yaw angles’ I found that even my sturdy 90kg rig was regularly pushed from side to side.

Canyon has also opted to fit the bike with a 23mm front tyre with a 25mm rear tyre, that while is argues ‘provides the greatest drag reduction’ of any tyre combination seems slightly behind the trend of running larger tyres at lower pressures.

Truly, I feel that Canyon over-egged the cake with the wheel/tyre combination and that compromising speed for a more sensible set of wheels and tyres would have been a perfectly reasonable switch to make.

Luckily, where the cake is perfectly mixed is in Canyon’s use of its own H16 aero aluminium handlebars and stem - although they do compromise speed and weight compared to Canyon's slicker carbon H31 integrated cockpit - they keep costs attractively low.

Star performer

I own the previous Shimano 105 groupset. It’s fitted to my own personal Orbea Orca and I have ridden it to death. I know it like the back of my hand.

So I can safely say that Shimano has somehow come on leaps and bounds with this update. There’s a significant improvement in shifting efficiency and the braking power of the 105 discs is now no different to that of Dura-Ace or Ultegra.

Image 3 of 11

Image 3 of 11

Trickle down technology has clearly worked for Shimano and it feels as if 105 is now closer to being considered a top-spec groupset than its usual placing as ‘entry-level’. If anything, it makes quite a lot of sense for who I feel this bike will be most suited to.

At £2,899, the Canyon Aeroad CF SL disc is probably the aero bike on the market with the best bang for its buck. Considering what’s on the bike and how it performs, paying under £3,000 seems like a bit of steal. For any rider looking to race but not willing to remortgage the house, the Canyon Aeroad CF SL Disc 7.0 should be taken into consideration.

The question is now, when will Canyon break its direct-to-seller model so I can pick up my Aeroad at the local Lidl?

Image 10 of 11

Image 10 of 11

Specification

With 5.5km to go in this year’s Milan-San Remo, Italian cycling fans came alive when their hero, Vincenzo Nibali, attacked on the Poggio to go clear of the field by the tiniest of margins.

Could he hold on? In a superhuman display of strength, and with the best sprinters in the world bearing down on him, Nibali won the race by barely enough for him to put his arms in the air. It was the most courageous way to win a Monument.

This was the bike that Nibali rode to victory at La Primavera (albeit the rim brake version). With the margin of victory so small, he would have been drawing on every milliwatt of help that Merida’s latest aero race bike could provide him, so I was keen to see if this disc brake version would afford me the same advantage.

Minus the fat pay cheque and adoration of the tifosi, of course.

True thoroughbred

The Reacto was built to race. As the range-topper, the Reacto Disc Team-E benefits from Merida’s highest-quality and lightest CF4 pro-level carbon layup, with aggressive geometry in line with its ambitions on the WorldTour stage. That’s worth noting if you’re thinking of investing.

The 56cm (large) frame on test here has a 575mm top tube, so if you’re used to something closer to 560mm – the norm for this frame size – you might want to drop down a size.

But bear in mind the head tube then shrinks as well, further lowering an already fairly low front end.

Being long and low isn’t a problem if you like a racy position but, if it sounds like it would result in a trip to the chiropractor, Merida offers the Reacto in a CF2 frame version too, which has a different carbon layup, more relaxed geometry and slightly more height up front. It’s cheaper too.

Image 2 of 7

Image 2 of 7

This is the third generation of Reacto – the first appeared back in 2011 – and Merida says it’s a rethink from the ground up to bring it up to date with current disc trends.

Merida has also taken advantage of recent changes to the UCI rules on frame measurements, which has allowed its engineers to eke out a bit more performance.

The company claims the new Reacto is 5% faster than the old model aerodynamically, and while I’m not in a position to confirm that claim, you’ll just have to trust me when I say that the Reacto Team-E is truly fast.

I’m certain Nibali had to punch the pedals with every ounce of his power to escape on the Poggio, and I immediately got a sense of how this frame and fork has the capability to deliver impressive acceleration when needed.

It is unyieldingly stiff laterally, and as I cranked hard off the mark with everything I could muster I was never dissatisfied by the way the bike responded, even on an incline.

At 7.5kg, the Reacto is hardly porky for a disc brake aero bike (the claimed frame weight is 1,030g and the fork 398g), but it isn’t a climber’s bike. However its rigidity means that it converts effort efficiently, so weight becomes insignificant.

Image 3 of 7

Image 3 of 7

Descending on the Reacto, the same resistance to flex becomes apparent. Handling is crisp, direct and most importantly consistent. The slightest bodily lean is all that is required to throw the Reacto into corners at pace.

The DT Swiss PRC 1400 Spline wheels were excellent too, matching the frameset in terms of speed and stiffness. And given their relatively deep 65mm rims, the wheels were impressively stable during some fairly blustery rides.

Too pro for comfort?

With so much effort put into making the Reacto fast, where does that leave comfort? After all, my backside is not road-hardened by 30 hours a week in the saddle like a pro rider’s.

If memory serves, it was Team Sky performance director Rod Ellingworth who once said they paid Bradley Wiggins too much to worry about whether he’s comfortable. Well, the Bahrain Merida pros are not faced with the same dilemma.

The Reacto offers a distinctly more affable ride than many similarly sculpted aero road bikes I’ve tested. That is in the most part thanks to what it calls its S-Flex seatpost.

Image 4 of 7

Image 4 of 7

Essentially, a chunk of silicone rubber replaces part of the carbon structure, but as with those old Zertz inserts on Specialized’s Roubaix, my guess is the rubber part is doing less than you’d think.

It’s all about the carbon layup around that spot, which on the Reacto means the post narrows considerably near the top, dealing well with absorbing shocks and high-frequency road vibration.

With speed, handling and comfort on its CV, the Reacto Disc Team-E is undeniably a good aero road bike, but there’s the small matter of price to consider.

At £8,250 it is firmly in superbike territory, which means it is up against some pretty hot competition, and here’s where it gets tricky.

For that money, it has to be compared to the latest releases from the likes of Specialized, Cannondale, BMC and Trek, and in some areas the Reacto Disc Team-E feels a bit behind the curve.

For example, the Vision Metron 5D bar/stem is a decent product in its own right, but the trend for one-piece cockpits seems to have passed, with most top-end bikes now favouring aero set-ups that offer more positional adjustments.

Exposed cabling also feels a bit dated, especially as the chosen routing is not even particularly tidy.

Image 5 of 7

Image 5 of 7

Merida has tested this and insists there is ‘no measurable negative impact on aerodynamics’, plus it’s less of a headache for mechanics, but I can’t help preferring the totally clean look others have achieved.

Lastly, allowing a maximum clearance for 25mm tyres seems a bit miserly in the current climate.

Don’t get me wrong, the Reacto Disc Team-E is a great bike, but for me it’s half a step behind the very best superbikes currently on offer.

Spec

• For more details and tickets go to: cyclisttrackdays.com

Like shows are great things – all those stands packed with lovely, shiny new bikes to look at, lift and tyre-squeeze. But wouldn’t you rather actually ride the bikes?

That’s what Cyclist Track Days are all about. Come along to one of this year’s events and you’ll find a host of the world’s most desirable road bikes just waiting for you to mount and thrash around a purpose-built race track, with no traffic or potholes to worry about.

We’ve got top-end bikes from the likes of Colnago, Bianchi, Cannondale, Pinarello and BMC, with more to be announced.

And each of the brands present will bring a range of models and sizes, so you can spend the whole day blasting around on dozens of different bikes and still not get through all of them.

We’ll even provide lunch and coffee, as well as a packed goody bag to head home with. Plus, you can try out the latest kit from Swiss clothing brand Assos, and fuel up on energy products from Rawvelo.

There are four venues and five dates to choose from, and ticket numbers are limited so don’t hang around.

Take a look below for just a small selection of the bikes that our brands will be bringing to each of the events.

Cyclist Track Days 2019

Castle Combe– 28th April (near Bristol)
London– 18th & 19th May
Fife– 9th June (near Edinburgh)
Leeds– 22nd June

• For more details and tickets go to: cyclisttrackdays.com

Scott Foil

The Foil is Scott’s aero racer and, as the name suggests, it’s something of a blade.

With its deep wedge of a head tube, one-piece bar and stem and a seat tube that wraps around the rear wheel, everything is designed to carve through the air.

That said, there are some concessions to comfort. The original Foil was stiff enough to rattle your fillings, but this iteration uses a clever carbon layup and slightly wider tyres to dampen the harshness of the ride.

And you can’t argue with a bike that’s won Paris-Roubaix.

Model shown: Scott Foil 10 Disc, £4,999, scott-sports.com 

Cannondale SystemSix

The recently launched SystemSix is the newest superbike in Cannondale’s line-up and, if you believe its test data, quantifiably the fastest bike in the world.

Making such an immodest entrance into the aero sector of the market required Cannondale to develop several new proprietary components.

The super-wide Knot 64 wheels are a key feature in the hunt for speed, as is the Knot bar/stem combo.

Expect to see this bike winning some big races with the EF-Education First pro team during the 2019 season.

Model shown: Cannondale SystemSix Carbon Dura-Ace, £5,000, cannondale.com

Wattbike Atom

You can’t take this one out for a spin, but with a Wattbike you could ride up Ventoux without leaving your living room.

The Atom rides like a road bike, but can produce the kind of data once restricted to a sports science lab.

It reads power accurately to +/-2% up to 2,000W and connects with third-party apps, so if for example you hook it up to Zwift the resistance will increase as the virtual road goes up.

Add in Polar View, which helps promote efficient pedalling technique, and it’s the ultimate indoor trainer. Only, at the Cyclist Track Days, it will be outdoors.

Model shown: Wattbike Atom, £1,599, wattbike.com

Pinarello Dogma F10

It’s the bike that Geraint Thomas rode to win the Tour de France last year. It’s the bike that carried Chris Froome to Giro d’Italia victory too.

In fact, the Dogma in its various formats has won so many races that we can just about forgive this disc brake version’s name being spelled ‘Disk’ with a ‘k’ (like a floppy disk) instead of ‘Disc’ with a ‘c’ (as it should be).

A fusion of aerodynamics, light weight and impeccable handling, the Dogma F10 is a pure-bred race bike that is sure to be right at home on the twisting courses of our Track Days.

Model shown: Pinarello Dogma F10, £10,250, pinarello.com

3T Strada

The Strada was dreamt up by one of the founders of Cervélo, Gerard Vroomen, and is an original take on the aero-road genre.

The two main tenets of the design are wider tyres and a single chainring.

The thinking is that the comfort of wider tyres can offset a very stiff and efficient frame, and 1x gearing further improves aerodynamics and reduces weight by doing away with the front derailleur and inner chainring.

Detractors argue that the 1x gearing lacks the versatility of conventional drivetrains but, because the bike now runs Sram’s new eTap AXS 12-speed 1x groupset, those fears should be assuaged.

Model shown: 3T Strada Red eTap AXS, £8,990, saddleback.co.uk 

Colnago C64

Colnago unveiled the C64 to mark the company reaching the ripe old age of 64.

Its founder Ernesto Colnago still cuts a spritely figure at 87, and he still knows a thing or two about bike design as well.

The C64 is made in Ernesto’s workshop near Milan in Italy, using carbon lugs to link several carbon tubes together.

Colnago has tuned the performance and ride quality of the C64, but also designed in some aerodynamic shapes and even introduced an altogether new bottom bracket standard.

The result is a bike that’s highly rideable, incredibly stiff and aerodynamically slippery.

Model shown: Colnago C64 Super Record, £8,599, windwave.co.uk

Bianchi Oltre XR4 Disc

When Bianchi’s engineers sat down to redesign their flagship racer, they had only one question on their minds: how could they make it faster?

And the answer was threefold. First, make it more aerodynamic. Second, improve braking. Third, make it smoother.

And thus the Oltre XR4 Disc was born, the product of months in the wind-tunnel, the latest disc brake technology and, crucially, a whole new carbon layup called Countervail, a viscoelastic carbon fibre material that absorbs road buzz without diminishing frame stiffness.

The result is an aggressive race bike with incredible levels of comfort that can stop on the proverbial sixpence.

Model shown: Bianchi Oltre XR4 Disc Ultegra Di2, £6,500, bianchi.com

BMC Teammachine Disc

If you make a bike using a supercomputer in collaboration with the world’s largest player in FEN (Finite Element Analysis, used to simulate stresses on objects), chances are it’s going to be pretty good.

The Teammachine is, and then some. The product of tens of thousands of virtual iterations, the Teammachine was a forerunner – and remains so – in the race for manufacturers to incorporate disc brakes into their bikes without upsetting classic racing geometry and adding excess grams.

As such the Teammachine easily troubles the UCI weight limit and handles every bit as adroitly as its Grand Tour-winning forebears.

Model shown: BMC Teammachine SLR01 Disc Three, £6,400, evanscycles.com

Cipollini NK1K

Cipollini bikes, much like the man himself, are typically loud but impressive. The NK1K is no exception, boasting audacious curves and available in numerous lairy colour schemes.

There’s substance behind the style, though.

Using autoclaves at Mario Cipollini’s facility in Verona and three other Italian factories, the brand’s top-end frames are truly and verifiably Italian-made and the NK1K uses super-stiff Toray M46J carbon fibres.

It also borrows the wind-tunnel-tuned tube shapes of the Cipollini Nuke TT bike.

Indeed, with a neat cover over the steerer spacers and rather aggressive geometry stats, the bike could be confused for a TT bike with drop bars, in a good way.

With a low and long front end, this is a bike destined for sprinting, and quickly, just as Cipo would have done back in his racing days.

Model shown: Cipollini NK1K Dura-Ace, £8,500, paligap.cc

Orro Venturi

The ‘Venturi effect’ is to do with the efficient channelling of air, which goes some way to explaining the name of British brand Orro’s aero road machine.

It uses truncated aerofoil tube shapes made from ‘spread-tow’ carbon, a carbon fabric that Orro says allows for a greater number of fibres in a smaller space, reducing weight while maintaining lateral stiffness.

The frame is designed around 28mm tyres, so you get a bit of extra grip and comfort without compromising on outright speed.

Model shown: Orro Venturi Ultegra, £2,599.99, i-ride.co.uk

• For more details and tickets go to: cyclisttrackdays.com

Swift Hypervox

Swift is not a name you’ll see often while out on the club run, but don’t let its relative obscurity cloud your opinion.

The brand has been making high-quality race bikes since 2008, and both its Ultravox and Hypervox models have found particular favour in Cyclist reviews.

The Hypervox is the more aero of the two models, but by the standards of today’s bladed, wind-tunnel-optimised aero bikes, it looks fairly… well, normal.

That, says Swift, is because the brand was more focused on maintaining the ride quality it has become known for, rather than compromising handling in the pursuit of a few saved watts.

Model shown: Swift Hypervox Disc, £4,149, swiftcarbon.com

This article was originally published in issue 83 of Cyclist magazine

Intriguingly, Cannondale hasn’t produced an aero road bike since the days when its top-end race frames were made from aluminium.

While all the other big brands have been busy refining tube shapes to shave off wind drag, Cannondale has defiantly stuck by its traditional-looking SuperSix Evo.

Until now.

Biding its time, though, has allowed the company to keep track of developments during years of rapid advancement in aerodynamics, especially since the arrival of disc brakes.

And with the SystemSix it clearly believes it has entered the market right at the top, declaring it to be nothing less than the fastest road bike in the world.

The brains

The man making this bold claim is Australian aerospace engineer Nathan Barry.

When I attended the SystemSix’s launch in Girona earlier this year, Barry urged me to think of it not as an aero road bike but as a faster road bike.

Image 2 of 7

Image 2 of 7

The point he was trying to make was that the SystemSix should have a broader appeal than just for those who race.

‘The notion you have to already be going fast to benefit from aero gains is a fallacy,’ Barry said.

‘Even at 15kmh, 50% of the overall resistance we experience is down to aero drag.’

More intriguing were his claims that the new SystemSix would be as fast or faster than a standard road bike (Cannondale used the SuperSix Evo as the benchmark) on climbs up to 6% gradient.

He also claimed it would only lose out by around 20-30 seconds up Alpe d’Huez, despite the extra weight.

Faster in sprints, faster on descents, faster on lone attacks… the data rolled on.

And what about against its rivals, the likes of Specialized’s Venge and Trek’s Madone?

You’ve guessed it: faster, says Barry. I was eager to take the SystemSix out of the context of graphs and spreadsheets to see if it would live up to the hype out on the road.

Image 3 of 7

Image 3 of 7

Playground of the pros

I started testing the bike while still in Girona, on roads and climbs frequented by the numerous pros who live there – a perfect location to get to grips with a machine Cannondale will be banking on to win at least a few WorldTour races next season.

It didn’t take many kilometres of hammering through Girona’s rolling countryside and up infamous climbs such as the Rocacorba before I realised Cannondale was not making hollow promises for the SystemSix.

The sensation of speed was immediate.

When sprinting, the bike was explosive, but not in a bullish, clumsy way as with some rigid aero machines.

The SystemSix conveyed an unexpectedly nimble persona. There was a deftness about the way it handled that felt much more like a standard road bike than its aero silhouette suggests.

It felt light-footed beneath me as I cranked hard uphill, yet also stable and accurate through switchbacks on the way back down.

There was one thing that took some getting used to, though – the visual effect created by the tyre and rim combination.

Looking down at the wheels, the wide Knot 64 carbon rims (32mm at their most bulbous point) sit visibly proud of the 23mm Vittoria Rubino Pro Speed tyres.

I found it unusual to the point of being unnerving.

A few things need explaining here.

For starters Cannondale is not backtracking to skinny tyres.

Nor has it fitted Vittoria’s mid-range Rubino tyres instead of top-end Corsas to save a buck.

The reason it has gone with 23mm tyres is that they actually measure 26mm when paired with the 21mm rim beds, which Barry’s testing concluded was fastest.

It’s the same deal for the Rubino.

Quite simply it tested fastest, so that was that.

The thinking harks back to a patented aero principle that Cannondale licensed from the late wheel guru Steve Hed.

Skipping the technical details, it relates to the tangent angle between the rim edge and the tyre.

The theory is that when the tyre is narrower than the rim, the air will stay better attached as yaw (wind angle) increases, creating a narrower wake, less drag, more speed and greater stability.

And it works.

Image 5 of 7

Image 5 of 7

Aside from the slightly kooky aesthetic, this is undoubtedly one of the best tyre/wheel combos I’ve tested, and definitely brings substantial benefits to the bike as a whole.

What’s interesting is that it’s thanks to disc brakes that the rim can be so wide.

Early speculation was that disc brakes would only ever hinder aero performance, but here is Cannondale demonstrating that discs can actually make a bike faster.

Staying with the Knot components, the bar/stem is also a real success.

Neatly hiding away all the cabling is one positive aspect, but more important is that it’s actually a two-piece setup, meaning positional tweaks can be made and bars and stems can be individually swapped to suit a rider’s fit preferences.

Home turf

Since leaving the sunshine and near-perfect roads of Girona, I have also had plenty of time to put the SystemSix through its paces on my more rutted local lanes in some much grimmer conditions, and my feelings about the bike haven’t altered.

It continues to impress.

It’s undeniably fast and extremely efficient, and if it lacks anything, it’s that old chestnut: comfort.

Aero bikes have been steadily improving in this regard. All the most recent iterations I’ve tested have been noticeably better than their predecessors, the Madone in particular.

Obviously the SystemSix has no direct predecessor, but it’s certainly not the harshest out there.

That said, it could benefit from a touch more cushioning, and it would be easy to gain some comfort back by swapping to wider, tubeless tyres, for which there is plenty of clearance.

Of course, that would spoil Barry’s optimal tyre/rim interface, leading to the loss of a tiny amount of speed, but if you’re not too bothered about saving every second then it would achieve a more friendly ride feel.

Cannondale has certainly entered the aero road sector with a bang.

I’m not going to say whether I think it’s the fastest bike out there.

Image 6 of 7

Image 6 of 7

I’ve tested the latest Venge and Madone and without a side-by-side test in lab conditions I couldn’t be sure which is truly fastest.

One thing I will say, though, is if I was going to buy a SystemSix, it might not be this one.

The Ultegra Di2 version has the same frame, the same Knot 64 wheels and the same bar/stem, but at a massive £2,000 cheaper.

Just saying.

Spec

This article was originally published in Issue 83 of Cyclist Magazine

Trends come and trends go, but like the progress of the tides each receding wave leaves behind a residue.

Individually those residues fade, but collectively they create a lasting impression on their environment.

So it is with bicycles.

The ‘one to rule them all’ mantra has been chanted for donkey’s years (incidentally Suzy, from New Mexico, is officially recognised as the oldest ever donkey at 54), and until recently a garage of one looked an unlikely goal.

N+1 ruled.

Then came gravel bikes. Specifically, one gravel bike, whose makers probably don’t even want to use the term.

‘This whole category of bikes was probably triggered by the Open,’ says Condor’s head of design, Ben Spurrier.

‘These are bikes where ultimately your frame becomes a platform for you to do whatever you want with it, whether that’s on-road riding, off-road or anything in between.’

The Open UP (or Unbeaten Path) to which Spurrier is referring was developed by Cervélo founder Gerard Vroomen, with the express intent of creating a bike that could tackle a wide range of off-road terrain while still being handy on the road.

The secret was adaptability through compatibility, and that’s exactly the mantle this Condor Gravel Stainless has taken up, a bike that by all accounts can do it all.

What’s in a word?

A picture is worth a thousand words, but no amount of pictures can capture just how striking this bike is in the flesh.

It’s a mixture of glistening metal and orange paint so bright that it could be picked up from space.

As the name suggests, the frame is made exclusively from Columbus XCr stainless steel, which has been polished to mirror lustre and then had sections masked off for paint.

That has left it with crisp lines of exposed steel running up the back of the seat tube, along the top tube and down the head tube, as well as a polished steel Condor logo.

The rear triangle is similarly ‘naked’, reminiscent of the chromed racers of yesteryear, as well as another bike eagle-eyed Condor fans might know.

‘This is born of a variation of our Acciaio Stainless road bike,’ says Spurrier.

‘We call it the Gravel but for a time I didn’t rename it because it shares so much with that road bike.

‘“Acciaio” means “steel” in Italian, and I thought maybe the Italian for “Platform” could work.

‘But I looked it up and it wasn’t exactly the best name for a bike.’

That word is Impalcatura– so make of that what you will – but Spurrier’s reasons for wanting to call it that are easier to understand, since the Gravel is an exceptionally versatile beast, every bit the ‘platform’ spoken of earlier.

The basic blueprint is full custom geometry, with the Gravel made in Italy to Condor’s designs by the same team of framebuilders that makes the Acciaio Stainless.

However, there are some central themes that permeate each build (unless a customer specifically requests otherwise), such as mounts for racks and mudguards and extra bottles, a removable front mech mount for running clean-looking 1x set-ups and disc brakes.

Crucially, it also has the ability to run various wheel and tyre combinations.

Thus the Gravel accepts two different sizes of wheel, regular 700c or 29in road bike-sized wheels and 650b, a 27.5in diameter wheel popular in mountain bikes.

Because changing a bike’s wheel size will also change its geometry (for example, a larger radius wheel will create a longer wheelbase), the thinking is that a 650b wheel with a 2.1in mountain bike-style tyre will have a near-identical radius to a 700c wheel with a 28mm road tyre or 32mm cyclocross tyre.

The benefit is that a 650b/2.1in setup offers far more grip, comfort and shock absorption, transforming a road bike into a mud and rock munching machine, all without upsetting the geometry.

The Gravel officially accepts tyres up to 40mm (1.57in), dependent on manufacturer, although Spurrier says he’s squeezed in 42mm and even 44mm quite happily.

There is even room for mudguards with a 40mm tyre.

Not quite in the same road-mountain bike crossover league as a 2.1in tyre-clearance bike, but it’s indicative of where Condor is coming from.

‘I see this as a versatile road bike, instead of a gravel bike you can stick road wheels in,’ says Spurrier.

‘You can bang a set of road bike wheels on this and it will be as fast as any road bike.

‘As bikepacking and endurance events such as the Transcontinental Race become more and more popular, the line between what a gravel bike is and what constitutes a road bike is becoming increasingly blurred, and you end up with a road bike but with big clearances for tyres.

‘They share the same properties.’

It’s an interesting indictment of the road bike industry, which some people will find agreeable, and others will continue to gnash teeth at.

But so long as it produces bikes this pretty, and with this much potential, what’s not to like?

Swift has been around since 2012, founded by ex-pro Mark Blewett under the auspices of the ‘I looked around and couldn’t see any bikes that really impressed me, so I decided to make my own’ narrative.

Last year the brand changed hands and was bought by Swift’s distributor in Brazil, the Lagoa Participações group, but according to Swift’s Pedro Dias, ‘The strategy and vision are the same, just a new owner, more energy, more investment.’

That ‘vision’ was to create race-orientated bikes using the sub-contractor/vendor model of having Swift’s designs made by a Chinese factory.

Only instead of just working hard on getting into the best vendor’s factory, Blewett decided to install himself alongside a vendor, upping sticks to China so he could take a more hands-on role.

He hoped to avoid the pitfalls that typically beset this model of manufacture: delays in delivery, poor quality control and vendors not being willing to go that extra mile.

It all sounded admirable, but the proof was in the pudding, which happily turned out to be the Swift Ultravox, a bike that hits a sweet spot in terms of handling and ride feel.

All told, the Ultravox didn’t do anything special but was a well-made, handsome bike.

It balanced pretty aggressive geometry (147mm head tube, size medium) and reactive handling (shortish 60.5mm trail) with stability (997mm wheelbase, 410mm chainstays) and a nice touch of comfort thanks in part to thin, flattened seatstays.

And it was kind of cheap, and still is.

The Ultravox has remained virtually the same since its release in 2012, with an Ultegra and Mavic Ksyrium decked bike costing €2,699 (£2,400 ).

I call that a bargain.

But this is a review of the Attack G2, a totally different bike, so why is this important? Well…

Family values

Swift is strange.

It has three road bikes in its range, yet two of them – the Ultravox and the aero Hypervox – have identical geometry, both in disc and rim brake variants.

The Attack G2 has identical geometry in every way too, save for the head tube, which for this size medium is 172mm.

That bit makes sense, as the Attack is billed as an endurance bike, and a taller head tube for a more relaxed position is de rigeur.

But along with that I’d expect to see a longer wheelbase and longer trail for more neutral handling and greater stability.

I put this to Dias.

‘If we have a longer wheelbase and trail than the Ultravox [and Hypervox] you would feel the Attack is too slow and too relaxed,’ he replied.

‘We wouldn’t think of it to take into a sportive if our Attack was like that. It’s an endurance bike but fast enough to race.’

That seems reasonable, but the more I think about it the more paradoxical it sounds.

Image 4 of 7

Image 4 of 7

A bit like when Kevin Keegan, then-manager at Manchester City, said of the diminutive Sean Wright-Phillips, ‘He’s got a big heart.

‘It’s as big as him, which isn’t very big, but it’s bigger.’

Something can’t be bigger than it is big, and an endurance bike can’t have race bike geometry without being a race bike.

It might seem like an academic point, but categorisation is important here.

I would argue that calling the latest Swift an endurance bike is to misunderstand its virtues.

Despite the taller head tube, the Attack is still slightly too racy in handling and too stiff in the vertical plane to be a proper endurance bike.

It just doesn’t have that refined mile-munching character.

But taken as a race bike, albeit one that could stand to lose a few grams, it is possessed of similarly fine attributes as its Ultravox sibling.

Steering is the Attack’s forte.

I found it held a tight line without needing to be wrestled, but it stopped short of twitchy, with that mid-length wheelbase helping to temper the shorter trail.

It was a balancing act that came into its own on descents.

The Ksyriums help here too, coming set up tubeless with Mavic’s Yksion tyres, the grippiest, most supple Mavic tyres to date.

Tubeless means lower pressure, which means better grip, but more than that, the Ksyriums have always managed two things well – weight and stiffness.

This ‘Pro UST’ version of the Ksyrium wheelset weighs a claimed 1,650g (the Carbon SL version weighs a claimed 1,475g), which is good if not great for an alloy rim with disc hubs.

But their real trick is that they hide their weight well by being stiff, meaning acceleration is emphatic in a way that offsets lag from the slightly heavier weight.

Add in Easton components and an Ultegra Disc groupset, and the Attack G2 is a well-rounded package, especially for the money.

You could pay twice the asking and still get a similar specced bike.

Third child syndrome

Alas, nothing is perfect, and the Attack G2 presented a few niggles.

First – and this isn’t really Swift’s problem – the Ksyrium freehub mechanism has a remarkable amount of drag, to the point where stopping pedalling at speed elicited momentary chain suck before the freewheel drag was overcome.

It didn’t spell disaster, but chain suck is the beginning of a journey for a derailleur cage into spokes.

Second, although the 25mm tyres are good, I think the Attack could benefit even more from wider rubber.

I’d say the extra grip and comfort of 28mm tyres would be worth the extra weight.

Finally, there’s so little in it that I’m not sure why you’d buy the Attack G2 over the Ultravox, because the Ultravox is a superior bike in every way.

It’s a little bit lighter (around 200g), a fair bit stiffer and just as comfortable.

Crucially, it feels faster. Front-end height is a consideration of course, but a few spacers can be used without making a bike look like a dog’s dinner.

And while the Ultravox won’t fit up to 32mm tyres, it will take 28mm.

In a way this isn’t a criticism of the Attack at all.

In fact it’s partly why I like it: it does the race bike thing very well, just with a slightly more relaxed nature.

But in performance terms it doesn’t seem different enough to step out of the Ultravox’s shadow.

So really, for my money, it all comes down to money.

You’d choose this bike because it’s like an Ultravox Disc but more than £500 cheaper.

Plus, the Shimano 105 version comes in a pleasing blue/grey and costs even less – €1,899 (£1,700).

Image 6 of 7

Image 6 of 7

Spec

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

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

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

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

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

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

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

Potentially stiff, zippy, and very light, should you fancy seeing what the fuss is about we’ve rounded up nine of the best aluminium road bikes you can buy in 2019.

The best aluminium road bikes of 2019

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

Image 1 of 9

Image 1 of 9

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

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

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

Buy the Kinesis Aithein Evo from Pro Bike Kit

Read more: Bike we like - Kinesis Aithein Evo

Specialized Allez Sprint Comp, around £1,600

Image 2 of 9

Image 2 of 9

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

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

Buy the Specialized Allez Sprint Comp from Rutland Cycles

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

Cannondale CAAD12 Red Etap, around £4,800

Image 3 of 9

Image 3 of 9

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

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

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

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

Check out the CAAD12 Red Etap at Cannondale

SEE RELATED:Best road bikes 2018

Bowman Palace R, around £695 (frame only)

Image 4 of 9

Image 4 of 9

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

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

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

Check out the Palace R at Bowman

Read more: Bike we like - Bowman Palace:R

Mason Definition Red Etap, around £4,995

Image 5 of 9

Image 5 of 9

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

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

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

Check out the Definition Red Etap at Mason Cycles

SEE RELATED: Best aero bikes 2018

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

Image 6 of 9

Image 6 of 9

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

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

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

Check out the Ultimate AI SLX 8.0 Aero at Canyon

Cube Attain SL Disc, around £1,299

Image 7 of 9

Image 7 of 9

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

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

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

Buy the Cube Attain SL Disc from Wiggle 

Condor Italia RC, around £800 (frame only)

Image 8 of 9

Image 8 of 9

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

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

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

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

Buy the Italia RC from Condor

Merlin ROC 105, £899

Image 9 of 9

Image 9 of 9

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

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

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

Buy the Merlin ROC 105 from Merlin Cycles

Read our full review: Merlin ROC 105 review

Read our guides to the best fixed gear bikes, best cheap bikes and best road bikes

In the beginning there was Cervelo, and Cervelo was with Gerard Vroomen and Phil White, and Cervelo was Gerard Vroomen and Phil White. In them were ideas, and the ideas were the aerodynamic shaping of bicycles.And aerodynamics was tested in the wind-tunnel, and the wind-tunnel operators calculated it muchly.In time there was a bike sent from Cervelo (in 2001), whose name was the Soloist. It was aluminium. It was not that light (1,351g), but it was sent to bear witness to aerodynamic advantage. That was the true marginal gain, which now affects every rider that comes into the world.Today the aero story hardly needs telling, the bikes and the plethora of data driven claims speak for themselves.Direct comparisons between rival bikes aren’t easy, as everything from the testing standards to testing apparatus differs from manufacturer to manufacturer – a fact a cynic will say is bent to each manufacturer’s will, allowing it to claim ‘our bike is the fastest’.But no matter, one thing that is redoubtable is that aero bikes, as a whole, are quicker than their round tube counterparts. So without furtherado, verily we saith unto you, check these bad boys out, our pick of the freshest, fastest and most stylish aero bikes for 2018.

There's each of the following 30 bikes here to get through, split across three pages, so put the kettle on and geek out.

Tifosi Auriga | Alchemy Arion | Argon 18 Nitrogen | Bianchi Oltre XR4 | Boardman Air | BMC Timemachine | Canyon Aeroad | Cervelo S5 | Cipollini NK1K | Colnago Concept | Condor Leggero | Dedacciai Atleta | De Rosa SK | Factor One | Felt AR | Formigli One | Fuji Transonic | Giant Propel | Lapierre Aircode | Look 795 | Merida Reacto | Parlee ESX | Pinarello Dogma F8 | Ridley Noah SL | Sarto Lampo | Scott Foil | Specialized Venge ViAS Disc | Storck Fascenario.3 | Tifosi Auriga | Trek Madone | Wilier Cento10Air

Tifosi Auriga

Around £1,999 | Buy now from TredzThe Auriga is British brand Tifosi’s first fully aero bike. Developed alongside the Spirit Tifosi domestic race team, it’s claimed to ‘slice through the air and shave minutes off your race, while the carefully engineered geometry keeps the handling snappy and precise.’ Bold claims indeed, but the Auriga backs them up with the kind of performance that’s guaranteed to put a smile on your face. 

Cervelo S5 

Around £4,199 | Buy now from Leisure Lakes BikesCervelo is no stranger to speed, and here we have the Cervelo S5, the most recent genesis of the Cervelo Soloist.It’s long been lauded as one the fastest bikes out there, and a string of big wins by Cav, Cummings and Co. since Cervelo’s reintroduction to the pro peloton won’t do anything to undermine the bike’s cult status.Cervelo S5 review

Trek Madone

Around £4,800 | Buy now from Evans CyclesIf a bike’s going to have ‘Vector flaps’* it better be fast, and luckily the Madone, as routinely raced by Trek-Segafredo, is. In German magazine Tour’s recent independent aero tests, the Madone tied for fastest road bike with the Specialized Venge ViAS in a strict wind tunnel scenario.But it’s also more than just an aero machine – the rear end employs Trek’s IsoSpeed decoupler system for extra compliance and comfort over bumps.*the sprung plastic flaps that operate as a fairing over the front brake.Trek Madone 9 review; Trek Emonda S5 review; Trek Emonda S4 review; Trek Emonda SLR reviewSEE RELATED: Best aero helmets

Specialized Venge ViAS Disc

Around £3,120 | Buy now from Evans CyclesWith Sram eTap, hydraulic discs, bolt-thru axles and tubeless carbon clinchers, the Venge ViAS epitomises every major change to have happened to road bikes in the last five years.Specialized claims it holds a 116 second advantage over its Tarmac, and Tour magazine tests show the Venge to be on par with the Trek Madone as the fastest production road bike in the world.Specialized Venge Vias Disc reviewSEE RELATED: Best turbo trainer workouts to improve your cycling

Ridley Noah SL

Around £3,599 | Buy now from TredzThe Noah SL has slimmed down and lost a few features since the futuristic Noah Fast, but under Andre Greipel seems no less quick.Trip strips and integrated brakes have gone, but the trademark cut-outs in the fork legs remain, channels designed to deal with turbulent air from the spokes.The frame now weighs a claimed 950g, but stiffness seems assured. After all, have you seen Greipel’s legs?Ridley Noah SL reviewSEE RELATED: How to increase your average cycling speed

Pinarello Dogma F8

Around £7,000 | Buy now from Yellow LimitedWith Chris Froome on board, the Pinarello Dogma F8 has a brace of Tour de France victories to its name. The aerodynamics come courtesy of Jaguar (which modelled the tube shapes in its wind-tunnel), while the handling and ride feel are classic Pinarello, handed down from the previous race-winning Dogma 65.1.Pinarello Dogma F8 review

Bianchi Oltre XR4

Around £3,399 | Buy now from Hargroves Cycles (frameset only)Bianchi’s race bike range has recently been joined by the latest Oltre XR4, which includes the company’s proprietary Countervail – a viscoelastic carbon material that reduces road buzz.While the tubes of the frame are suitably blade-like, Bianchi reckons the real aero gains come from the rider being able to maintain an aero tuck for longer, thanks to the Countervail, which makes the ride less harsh and reduces fatigue.It’s the rider that creates most of the drag, after all.Bianchi Oltre XR4 review

Factor One

Around £3,750 | Buy now from Forward PerformanceFactor’s One is the successor to the radical Vis Vires, distilling it’s left-field aero know-how into a frame that is UCI legal but still seriously fast. Factor worked with aero specialists bf1systems to tone down and reshape the front end without increasing drag, yet the One keeps Factor’s signature ‘Twin-Vane’ down tube, which it claims siphons turbulent air from the front wheel through the frame, rather than around it.Factor One reviewSEE RELATED: Seven best aero wheels

Giant Propel

Around £1,499 | Buy now from Rutland CycleThe only bike to have received flowers from Marcel Kittel (after he took out his frustrations on it at the 2014 Tirreno-Adriatico), the Propel manages to blend excellent ride comfort with aero-clout and fast handling.The position is of the ‘stick the rider up high’ persuasion, with a tall headtube in the Cervelo mode, and with a roster of big-race wins, it looks to work. 

Parlee ESX

Around £4,199 | Buy now from Parlee Cycles (only frameset) Bob Parlee started his life in carbon building racing yachts, so he knows a thing or two about speed and drag. This debut into the aero-road market marks a departure from the handbuilt road bikes that made Parlee famous (and which it still builds in Boston), the brand having taken production of the ESX to the Far East in order to keep costs down and keep up with demand.Otherwise, though, the same Parlee ride quality and attention to detail is retained, only it gets some pretty mean looking styling.Parlee ESX review

Argon 18 Nitrogen

Around £3,499 | Buy now from TredzBalance is the name of the game for Argon 18’s Nitrogen - it takes comfort cues from the Canadian brand’s Gallium Pro and blends them with aero profiling inspired by the E-118 TT frameset.Argon 18 are sponsoring WorldTour team Astana in 2017, so Fabio Aru will likely choose the Nitrogen as his weapon of choice in his campaign to notch up more Grand Tour victories. 

Continue to page 2 here

Canyon Aeroad, CF SLX

Around £3,249 | Buy now from CanyonThe German online powerhaus has been successfully turning bicycles into Grand Tour and Monument successes for more than a decade, and the latest Aeroad is shows no signs of abating.Handling is racy, offering assured tracking through tight corners, and thanks to the now de rigeur T-shaped bar/stem combo (offered on the higher spec models), revised truncated tube profiles and wheel hugging downtube, it’s one of the fastest bikes on the market.Canyon Aeroad CF SLX review

Cipollini NK1K

Around £4,200 | Buy now from PaligapWith a reputation such as his, Mario Cipollini could hardly produce a dainty climber’s bike so it should come as no surprise that his eponymous brand’s NK1K is a muscular aero frame centred around the efficient transfer of power.In a refreshing move the NK1K makes no claims to tread a perfect balance of different attributes, unashamedly identifying its niche as an uber-fast bike that looks incredibly pretty to boot.

Merida Reacto

Around £1,000 | Buy now from TredzIt’s said that between them, Merida and Giant produce 80% of the world’s bike frames, so Merida should know a thing or two about what makes a good bike, or in this case, a fast one.Whilst it’s 8kg weight could hardly be considered svelte, the Reacto has been raced to great effect by Lampre-Merida for several years, including a 2013 World Championship win by Rui Costa.Merida Reacto 5000 review

Boardman Air

Around £1,799 | Buy now from Halfords From one of the fastest cyclists to have graced the tarmac comes the third iteration of the Air.Unlike many manufacturers Boardman has opted to keep the brakes hidden – integrated into the fork and tucked under chainstays – and done a fine job of squirreling cables away without employing proprietary integrated bars and stem, which together with a four-position fore-aft seatpost make position adjustability excellent.Boardman Air 9.0 review; Boardman Air 9.9 review

Scott Foil

Around £2,399 Winner of this year’s Paris-Roubaix under Mathew Hayman, the Foil demonstrates a refined ride quality more akin to a regularly road bike, but with all the wind-cheating features you’d expect.Low slung seatstays and truncated tube profiles are capped off with an aggressive front end, centred around the Syncros bar-stem combo that sleekly mates with the headtube.Scott Foil review

BMC Timemachine

Around £2,199 | Buy now from Evans CyclesWhen a bike straddles time trial and road categories it’s fair to say it’s fast, and when a reconfigured version of the Timemachine gave Rohan Dennis a rapid – yet brief – Hour record title, that only bolstered the credentials of BMC’s aero-road machine.The front end assembly integrates like a Transformer, while the rear end sets the stays as low down the seat tube as UCI rules allow, a design almost ubiquitous across the aero board.

Storck Fascenario.3

Around £5,559 | Buy now from eBay (frameset only)Storck offers no fewer than three road bikes in the range featuring overtly wind-cheating designs, but the cream of the crop has to be the Fascenario.3, with its innovative, wide bow-legged fork designed to help reduce areas of high pressure between fork and wheel for more speed.Storck’s Aerfast is arguably the true aero-road bike, but at a claimed 790g-lightest-in-class frame the Fascenario.3 is surely the pick of the bunch. 

Fuji Transonic

Around £1,799 | Buy now from Evans CyclesWhen we tested the Transonic when it was launched in 2014 we were struck by what a well-rounded frameset Fuji had created.In the mode of the new Scott Foil, but coming out well before, it takes traditional race bike feel and blends it with classic aero traits, such as a low-down headtube, tall, skinny tubes and rear wheel cutaway.Fuji Transonic 2.5 review

Felt AR

Around £1,999 | Buy now from WiggleFelt was one of the earliest aero adopters, with the original AR debuting in 2008. Since then the design has been refined through smoothed tubes junctions, taller, more aeroplane wing profiles and an especially low-modulus carbon fibre seatpost with a hollow channel up it designed to flex and overcome the harsh ride aero tube shapes sometimes offer.

Look 795 Aerolight

Around £4,300 | Buy now from Swinnerton CyclesFrom early carbon fibre frames to dangling bikes from helicopters over the Grand Depart, French outfit Look has always pushed the envelope in technology and outlandish flamboyance.This is the Mondrian inspired Proteam version of the 795 Aerolight, arguably the most integrated and novel bike in the world, from its multiple position stem to the elastomer-tuneable seatpost to the hidden brake callipers.

Continue to page 3 here

De Rosa SK

Around £2,999 | Buy now from WiggleCreated in partnership with lauded Italian design house Pininfarina, it of Ferraris and Alfa Romeos, the SK is a bike that proves aero can be elegant.The ride quality is spritely and comfortable, and what it lacks in top-end punch of some of the stiffer aero offerings it makes up for by being a classic waiting to happen. One for the aesthete as much as the racer.De Roska SK Pininfarina review

Alchemy Arion

Around £3,495 | Buy now from Velorution (frameset only)One of only three custom aero bikes in this list (the others are the Formigli One and Sarto Lampo), the Arion has not been designed in a wind-tunnel but does borrow from the NACA catalogue of known aerodynamic tube profiles.The Arion’s real strength, though, is that it’s fully custom, from geometry to stiffness, as Alchemy lays up its own tubes in Denver, USA based on rider weight and style. Ride feel is therefore impeccable.

Formigli One

Around £4,400 | Buy now from FormigliIf there’s a more ostentatious aero bike in the world we’ve yet to see it. Finished in mock chrome and fluoro-orange, the One is as fast as it looks, although that’s not all down to the aero profiling.Instead, this full custom bike is built in a very specific fashion from the ‘from the fork backwards’, meaning framebuilder Renzo Formigli has put sharp, smooth handling at the forefront of the One’s design.Formigli One review

Wilier Cento10Air

Around £4,799 | Buy now from Chain Reaction CyclesThe Cento has been an on-going model in the Wilier range for nearly a decade, and the latest aero-fied version takes all the popular aero bike features and rolls them up into a very Italian package.That is, integrated bar/stem, direct mount brakes, wide-stance low stays and fork manifest in nippy, race-bike handling that requires a decent about of concentration to get the best out of. One for the racers.Wilier Cento 10 Air review

Dedacciai Atleta

Around £2,150 | Buy now from Halfords (frameset only)Deda has long since been supplying the industry with its tubesets and rebrandable componentry, and in recent years has decided to branch out under its own label.The Atleta therefore comes in at a keen price thanks to Deda’s buying power, and packs a real aero wallop thanks to some well thought out, low-slung geometry and stiff pedalling platform.As such it would make an excellent choice for a crit racing steed. 

Sarto Lampo

Around £3,400 | Buy now from Sarto AntonioSarto has been quietly building high-end bikes to order for big industry hitters since the 1950s, with one of its current high-profile customers in this list.Like Deda, it decided to put its expertise into a self-styled venture, and the Lampo marks its first foray into aero. As a road bike it’s a heck of a ride – nuanced, balanced and incredibly stable at speed – and while detractors might point to a lack of true wind-tunnel testing, you’d be hard pressed to turn a Lampo down having ridden one, especially as it’ll be tailored to you – the Lampo is full custom.Sarto Lampo review

Condor Leggero

Around £3,000 | Buy now from Condor CyclesBritish stalwarts Condor has always done a fantastic job of moving with the times, so in answer to the market (and indeed, riders at JLT-Condor), the Leggero combines CFD-designed drag-reduction with a crit-stiff lower half and a eminently chuckable top half.The resulting ride feel is well rounded and stable, feeling solid on descents and comfortable over rough stuff.Condor Leggero review

Colnago Concept

Around £3,499 | Buy now from Merlin CyclesThe original Concept was a project between bike guru Ernesto Colnago and motoring guru Enzo Ferrari in 1986. This latest version has all the hallmarks of a classic modern aero bike: deep, bladed down tube; sinuous curves that hug the wheels; and components designed to hide away from the wind.Incredibly, Colnago has redesigned each frame size for optimal aerodynamics, rather than just scaling up or down. So a size 56cm is actually a different bike to a size 58cm. 

Lapierre Aircode

Around £2,149 | Buy now from TredzThe Aircode gleans much of its slipperiness from the use of kamm-tail tube profiles – basically the shape of a wing, but with the long tail sliced off so that they are less affected by side winds.Add in direct mount brakes, concealed seatpost clamp and semi-integrated stem, and it makes for a very aerodynamic package. Extra speed comes from an incredibly stiff lower half – down tube, bottom bracket, chainstays – while the upper sections are allowed to flex more to provide comfort. 

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

Increased tyre clearance

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

Disc brakes 

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

Skinny seatposts

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

Longer wheelbase

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

Well-padded contact points

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

Vibration damping

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

Mudguard eyelets

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

Upright riding position

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

Lower gearing

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

Here are the best endurance road bikes

Under £2500 – Specialized Roubaix SL4 Comp

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

Available now from £1,800 at Evans Cycles

Specialized Roubaix SL4 Comp review

Under £2000 – Trek Domane 4.3 Disc

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

Available now from £1,425 at Evans Cycles

Trek Domane 4.3 review

Under £1500 – Cannondale Synapse Carbon 105

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

Available now from £1,439 at Hargroves Cycles

Cannondale Synapse Carbon 105 review

Under £1000 – Boardman Team Carbon

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

Available now from £800 at Halfords

Boardman Team Carbon review

Read our guides on how to train for long distance endurance events, the best UK sportives and most comfortable bike saddles

Although wheels are slower to succumb than some components, every revolution brings them closer to the day they’ll reach the end of the line and need to be shuffled off into retirement. If your bike is due a new set and you fancy upgrading to something nippy, here are six of our favourite options for £400 or less – a mid-range point where it should be possible to achieve a genuine performance upgrade. 

When choosing wheels at any price point, you’ll have a range of attributes to navigate. Should you go with something light, for haring up the climbs, or a set with a deeper profile that will be heavier but can make up time on the flatter sections thanks to improved aerodynamics? Read on and find out. 

Jra Jawbone Lite

What the makers say

Named after Jawbone Hill, our local 3rd category Tour de France climb, these are light enough for the toughest climbs and offer confidence-inspiring braking on the descents. The hubs are six- pawl, 48-point engagement Bitex models with premium stainless bearings. Built onto Pacenti tubeless ready rims, they’re wide, stiff and aerodynamic.

What we say

A hand-built wheelset made of components of unimpeachable quality at an equally unimpeachable price. The attraction of hand-builts, other than the ability to have them customised, is their durability and ease of servicing. The downside is that they can sometimes be heavy and old fashioned compared to system-built alternatives, but that’s not the case here. Combining modern, wide, tubeless-ready rims, quality Sapim CX-Ray bladed spokes and fast engaging, lightweight hubs, the whole package weighs just 1,345g, putting them right in the mix with sets from the big manufacturers. 

Verdict: All the benefits of great hand-built wheels at the weight and price of factory alternatives.

Price: around £380 | Buy now from Just Riding Along

Novatec Jetfly Alloy

What the makers say

The perfect wheel for training, their 32mm-deep section rim feels like riding on a knife-edge. Rigid like your carbon race-day wheels but built for everyday use. A micro-peened finish with machined braking surface is built to take a beating with minimal weight penalty over pricier carbon wheels.

What we say

These recently overhauled wheels manage to pack in deep enough rims to create a little extra aerodynamic snap without adding significant extra weight or becoming a handful when the wind starts whipping about. Deeper rims tend to be stiffer too, meaning power transfer is more direct – although potentially the ride can be a little harsher. An average width means these pair best with medium-to-narrow tyres and are ideally suited to fast riding on smooth paved roads. Although with tubeless compatibility, setting them up to venture off the beaten track is also easy. 

Verdict: Narrower than some modern wheels but stiff and fast, and tubeless-compatible too.

Cero AR22

What the makers say

Lightweight and strong, with a modern 24mm width, the Cero AR22 is also tubeless compatible. The 280g hubset offers a superb balance of weight and performance, and features high-quality sealed bearings throughout along with a fast-engaging aluminium hub body.  

What we say

Light, low-profile and tubeless compatible these hoops have all the hallmarks of a very practical wheelset. Their broad stance suits high volume tyres, lending them a gently rounded, stable curve and reducing the chance of pinch flats should you choose to run them tubed. In their 24/28 spoke variety, they’d be a great for mixed terrain. Or opt for 20/24 spokes and save a few grams. Either way, their low weight means they’re unlikely to be a drag when the tarmac heads upwards. 

Verdict: Quality hubs, low overall weight and tubeless compatibility make these a versatile option.

Price: around £400 | Buy now from Cero Wheels

Shimano WH-6800 Ultegra

What the makers say

Offering proven technology based on the top-end Dura-Ace models. Compatible with tubed and tubeless tyres. Wide-flanged hubs and an asymmetrical rims result in additional stiffness and stability. Low-friction labyrinth and contact seals shut out water and dirt without affecting rotational smoothness.

What we say

Cup-and-cone hubs with loose bearings would be familiar to a mechanic working at the beginning of the last century. However, they're more durable than cartridge-based alternatives, easier to service and can be built to run with extremely low drag. The rest of the components are thoroughly modern, with wide tubeless-ready rims. Opposite the valve-stem is a small lump on the rim which helps balance the wheel when spinning, resulting in greater stability.

Verdict: A well-balanced, high-performance wheelset based on proven technology.

Miche Altur

What the makers say

High-profile wheels ideal for long, flowing stretches but also stiff and responsive enough for excellent race performance. Rims, hubs and nipples are all light alloy to ensure minimum weight, while the double section and flat profile stainless steel spokes provide maximum air penetration.

What we say

Unless you’re heading into the high mountains it makes sense to trade a few grammes for extra stiffness and improved aerodynamics. These will suit cash-strapped racers who like to get their head down. Stiff and responsive, they’re happy to be stamped upon in a sprint. With a minimal number of flat-bladed spokes and 35mm rims, these should cling tenaciously onto each watt of effort you generate compared to less aerodynamic alternatives.

Verdict: A genuinely race-worthy option for those who want to ride fast on a tighter budget. 

Campagnolo Zonda

What the makers say

The benchmark wheel, greater stiffness means more energy transmitted to the road. Milled rims reduce the peripheral weight making these wheels extremely reactive. Every point of the rim is counter-balanced by an equal weight on the opposite side for maximum stability of the wheel at high speeds.

What we say

If you’ve got a bike decked out with Campagnolo components, you’ll want to get the matching wheels. Just like when you get your car serviced and the mechanics place weights around the rims, these deep-section wheels come perfectly balanced, meaning you should be able to bomb any hill as fast as you dare without having to worry about getting the dreaded speed wobble.   

Verdict: Worth looking at if you want something a bit different from the ubiquitous Shimano.

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

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

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

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

GT GTS Sport - £500

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

GT GTS Sport review

Aprire Inverno Sora - £650

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

Buy the Aprire Inverno Sora from Arprire

Aprire Inverno Sora review

Avanti Giro 2 - £720

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

Avanti Giro 2 review

Raleigh Criterium - £750 

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

Raleigh Criterium review

Pinnacle Dolomite 4 - £800

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

Pinnacle Dolomite 4 review

Pinnacle Dolomite Six - £950

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

Pinnacle Dolomite Six review

Cube Peloton SL - £950

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

Cube Peloton SL review

Boardman Team Carbon - £1000

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

Buy now from Halfords

Boardman Team Carbon review

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

Getting the perfect fit

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

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

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

Choosing your pedals 

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

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

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

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

Ask the right questions

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

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

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

Essential extras

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

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

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

Plan your first ride

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

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

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

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

Read our guides on the best budget helmet, best bike lock and best cycling shoes

This article was originally published in issue 82 of Cyclist magazine

If you want to spend all Saturday afternoon down at your local bike shop, poring over your next dream machine while sipping a cappuccino, look away now.

If, as is the case for many, you just want the best bike you can get for your budget, you’ll no doubt have noticed the substantial savings to be had by buying a direct-to-consumer brand – something you can do while sitting in your PJs, drinking coffee on your own sofa, any time of day or night.

Consumer direct brands were/are (delete as appropriate) considered the scourge of the industry for removing a key part of the usual supply chain: the local bike shop.

But whether you view the growing number of such brands as villains or simply smart for seizing the initiative in a heavily price-driven market, is up to you.

Canyon seems to bear the brunt of the flak, but I still see a heck of a lot of Canyons out on the road.

Less so Vitus, but if the latest ZX1 Team Aero Disc is anything to go by, that could well be about to change.

Let’s talk money

The Vitus ZX1 Team Aero Disc costs a penny shy of £4,200.

That’s a substantial amount of cash, but when you consider it’s fitted with Shimano’s flagship Dura-Ace disc brake groupset and a set of DT Swiss ARC 1100 DiCut carbon tubeless wheels (which if bought aftermarket would esasily set you back £2k on their own), plus finishing kit by highly regarded brands such as Ritchey and Fizik, it stacks up as a lot of bike for the money.

And Vitus has hardly slung all this posh kit on an old boneshaker either.

The ZX1 is an iconic marque for the brand.

Image 2 of 7

Image 2 of 7

The original version was a ground-breaking bike – according to Vitus it was the first commercially available one-piece carbon monocoque road frame, launched in 1991 – and now 27 years on it has resurrected the name for this new top-end carbon aero road frame.

This time around, Vitus hasn’t tried to produce a game-changer.

Instead it has wisely stuck to tried and tested geometry and CFD-proven kamm-tail tube profiles for some aero gains.

This keeps weight down, and the resultant ride feel is more comfortable than some pure aero racers.

By its own admission Vitus did not set out to make speed the highest priority for the ZX1.

‘As aero bikes go it’s not a TT-inspired bike, but an aero package built into something that’s also fun to ride all day long, and can still be competitive at the front end of pro racing,’ says product manager Jodie Shann.

‘This is what the An Post-CRC pro team, who we used to help test the bike, demanded.

‘The bike takes up to a 30c tyre, which is probably the biggest contributor to comfort.’

Certainly I would agree the ZX1 on test here profits from the latest 25mm Hutchinson Fusion tubeless tyres on the DT Swiss wheels, which together deliver a sublime ride quality.

Image 4 of 7

Image 4 of 7

The tubeless set-up ensures road buzz is dampened remarkably well, making for an amenable ride on even the most rutted country lanes.

The compact frame design also means there’s plenty of exposed seatpost to flex and lessen the impact of shocks beyond those that the tyres can absorb.

Quick to go, quick to stop

The combined stiffness of the frame, fork and wheels delivers a pleasing surge up to speed.

The 48mm wheel rims are not at all sluggish during accelerations, and they help the ZX1 to hold on to pace without a power-sapping struggle.

While aero benefits are hard to quantify without our own wind-tunnel (sadly the boss has yet to rubber-stamp our plans to convert the stationery cupboard into one), stability at speed is something that’s instantly tangible.

The ZX1 feels calm and collected on high-speed descents and, although it’s not the most responsive I’ve tested, its relative neutrality gives it a welcome predictability.

There’s a squirrel that owes its life to the assured handling of the ZX1.

When it comes to stopping, Vitus has opted to make the ZX1 disc brake only.

‘Not only do you get more consistent braking performance, you get stiffer wheel/frame interface with 12mm thru axles, plus the ability to have much wider tyre clearances,’ says Shann.

I have to agree. While some people still find it hard to accept discs, I feel they now have very few drawbacks.

Image 5 of 7

Image 5 of 7

Take them away and all you might gain is a few grams shaved off the total weight, but you’d stand to lose a lot more.

The ZX1 is a great all-rounder, and the discs are a big part of that.

Switching between this and some substantially pricier test bikes from ride to ride, it never felt like a step down to return to the ZX1.

Like a mate who is just easy to get along with, the ZX1 seems to build allegiance through being dependable and straight-talking.

By the same virtue, this friend wouldn’t necessarily be the one you’d pick for a wild night out. It’s not a thrill-a-minute kind of ride.

In fact, it’s not outstanding in any one particular way, but it’s still one heck of a lot of bike for the money.

That, I’d wager, will make it very appealing to a lot of people.

Image 6 of 7

Image 6 of 7

Spec