The gravel category has reached an interesting, and perhaps inevitable, point in its evolution. What began as cycling's answer to the n-1 bike has gradually fractured into a collection of increasingly specialised subcategories. Riders are now routinely asked to choose between aerodynamic race bikes built for podiums and adventure rigs capable of disappearing into the wilderness for days at a time.

Take, for example, the evolution of the Specialized Crux. Once celebrated for its versatility and cyclocross roots, the latest version has evolved into something closer to a fat-tyred Tarmac, prioritising speed, efficiency and aerodynamics above all else. At the opposite end of the spectrum sit slacked-out bikes with suspension forks, mountain bike geometry and huge tyre clearances, to the point where they're often little more than hardtails with drop bars attached.

In specialising, most new gravel bikes have drifted away from the all-round versatility that defined the category in the first place. Yet a handful of brands still seem interested in solving the original gravel equation: building a true all-rounder. Look believes its newest gravel platform, the G85 Cezal, is exactly that.

"The G85 Cezal is a fast and versatile carbon bike designed for all-around gravel rides, bridging the gap between amateur racing and long-distance adventure," says the French manufacturer.

"Amateur racing" is a curious positioning. After all, Look ambassador Russell Finsterwald has spent much of the season racing the G85 Cezal at some of gravel's biggest events, including Unbound Gravel and The Traka. He even opened the year with victory aboard the bike at Belgian Waffle Ride Arizona, so it's clearly at home at the sharp end of modern gravel racing as well.

On paper, the G85 Cezal appears to sit directly between gravel's increasingly polarised identities. It combines progressive geometry, generous tyre clearance and suspension-corrected design with the responsiveness and efficiency traditionally associated with Look's road-racing pedigree. Look has not, however, placed much emphasis on aerodynamics, which are becoming increasingly important across the vast, flatter stretches of Kansas and Girona.

Is there still a place for an all-rounder gravel bike in today's market? I rode the Look G85 Cezal for several weeks across Oregon's fast gravel roads, chunky doubletrack, technical singletrack and long mixed-surface days to find out.

Meet the Cezal

At The Traka and Unbound this year, we witnessed a purposeful move away from versatility in the pursuit of all-out speed. Big tyre clearance is in, yes, but other rider-friendly features such as round seatposts, 2x compatibility, cockpit options, suspension-fork compatibility and even in-frame storage have largely disappeared from the latest race machines, including the Specialized Crux 5, unreleased Factor and Giant prototype.

The G85 Cezal, therefore, stands out because it deliberately leans into versatility. It's also a significant departure from the French brand's previous gravel efforts, which sat decidedly on the road side of the spectrum.

The G85 Cezal arrives with a geometry, feature set and aesthetic that place it firmly within the modern progressive gravel conversation.

There's a slack 70-degree head angle paired with a relatively short wheelbase, a large front triangle with ample storage options, 50mm tyre clearance (57mm in the fork), integrated frame cable routing paired with a semi-integrated cockpit and boatloads of versatility built into the platform.

1x or 2x drivetrains, suspension forks, wireless or mechanical groupsets, a 27.2mm round seatpost, integrated storage and stack and reach figures that accommodate a wide range of cockpit options – the G85 Cezal is yours to configure however you see fit.

"With the G85 Cezal, we wanted to move away from the white lines and marginal gains, returning to why we ride in the first place: expression... This bike doesn't ask you to follow a path or a trend; it adapts to your style, your terrain and your rules," said Romain Simon, Bike Product Manager at Look.

While part of me feels this bike may be two or three years behind the curve, it's refreshing that the Cezal was purposefully not designed for the pointy end of racing and therefore comes with features the average consumer – racer or not – will very much appreciate.

"Early on in my conversations with Look, it became clear they were serious about re-entering the gravel space. The G85 Cezal delivers on that in a big way," said racer Russell Finsterwald. "It checks all the boxes of a modern gravel bike: generous tyre clearance, geometry corrected to accommodate a suspension fork and a racy platform."

Specs:

• UDH compatible
• Internal downtube storage
• Bottom bracket: T47
• Suspension-corrected geometry
• Tyre clearance: 700 x 50 rear, 700 x 57 fork. 45mm in a 2x setup
• Wheels: FULCRUM Soniq Carbon 2WF
• Tyres: Hutchinson Touareg 700X45C
• Seatpost: LOOK LS1 UD Carbon - 27.2mm
• Cockpit: DEDA SuperZero Gravel Alloy & LOOK LS3 stem
• Drivetrain options: The test bike came with a 13-speed SRAM Force AXS XPLR groupset and retails for £6,190 / $7,500. LOOK also offers builds with Shimano's GRX Di2 2x option and GRX 1x mechanical set up. The latter is priced at £3,499 / $4,300. Framesets retail for £2,300 / $2,750.

The Ride

First things first: the G85 Cezal has presence.

The roomy front triangle, rounded lines, purple-speckled paint and contrasting red graphics make it a bike that demands a second look. Personally, I love it. In a sea of increasingly monochrome gravel bikes, the Look feels unapologetically fun.

Secondly, it's respectably light. Despite topping out at a SRAM Force XPLR build rather than the flagship SRAM Red groupset, my test bike tipped the scales at 8.5kg ready to ride, complete with bottle cages.

I rode this bike on all my favourite local loops, as well as a big day in the Columbia Gorge where I battled the infamous headwinds from start to finish. What stood out almost immediately was how at home I felt on the bike.

Half an hour into my first ride, I knew we were going to get along. And that feeling came down largely to the handling.

The Cezal is lively.

In the pursuit of stability, tyre clearance and off-road capability, too many gravel bikes have become muted. They're smooth and competent, certainly, but not always particularly engaging to ride. The G85 Cezal is an exception, and one that I, as a former cyclocrosser, very much appreciate.

The bike accelerates eagerly, carries speed well and responds instantly to rider input. There's a responsiveness that's clearly influenced by Look's road-racing heritage. Yet unlike many road-derived gravel bikes, that responsiveness never comes at the expense of control.

The slacker front end and generous tyre clearance bring confidence once the terrain becomes rougher or the descents more technical. On loose surfaces, the bike remained composed and predictable, but never dull.

What impressed me most was how seamlessly it adapted to whatever ride I asked of it.

It's steady on climbs and efficient on long drags into a headwind. It's controlled on loose surfaces but still playful enough to encourage the occasional singletrack detour. It feels equally comfortable lining up for a gravel race, heading out for an all-day adventure or taking the long way home simply because a trail looks interesting.

In short, it's fun and capable.

And that's a difficult balance to strike. Most bikes excel at one thing and merely tolerate the rest. The Cezal genuinely seems to enjoy all of it.

The versatility of the platform only reinforces that impression. Thanks to the 27.2mm round seatpost, suspension-corrected geometry and generous tyre clearances, riders can tailor the bike to suit their priorities. Racers can keep things relatively lean and efficient, while riders interested in rougher terrain, underbiking adventures or backcountry exploration have plenty of room to experiment.

For those looking to race vast courses like Unbound Gravel, it is important to note that one thing the Cezal doesn't do is chase aerodynamic gains.

There are no aero talking points, no truncated tube profiles and no obvious attempts to squeeze marginal gains from the wind tunnel.

Instead, the emphasis remains firmly on ride quality, handling and versatility. It can race, but it's made for riding.

Whether that's a disadvantage depends entirely on your priorities, but it feels refreshingly confident in a market increasingly focused on optimisation.

Value & Verdict

So is there still a place for an all-rounder gravel bike in today's gravel market?

After several weeks aboard the G85 Cezal, I'd argue there's more need for one than ever. While much of the category has split into increasingly specialised race and adventure machines, the Cezal is a reminder that most riders don't neatly fit into either camp. Most of us simply want a bike that's fun, capable and versatile enough to handle whatever ride we have planned that day.

At $7,500 for the SRAM Force XPLR build tested here, the G85 Cezal is still an investment, but it feels appropriately priced. You'll get a lot of bike for the money, with a decent build.

What makes it so good is its refusal to chase extremes.

It's light and lively without feeling twitchy, stable without feeling dull, fast enough to pin on a race number, versatile enough for an all-day adventure and capable enough to make questionable route choices along the way.

Riders focused purely on racing or, conversely, on multi-day expeditions will find more specialised options elsewhere. But if I were shopping for a new gravel bike tomorrow, the G85 Cezal would be on my shortlist.

I’ll start out this review by admitting that I've rarely been so confused by a bike.

"What exactly is this?" was my immediate reaction when I first saw the Salsa Wanderosa, and that question lingered far longer than I expected.

When Salsa Cycles unveiled the Wanderosa in January, I knew it'd be an oddity. But it was the kind of oddity I was excited to ride..

A self-proclaimed industry first, the Wanderosa is a Class 3 full-suspension gravel e-bike. It’s got a carbon frame, 120mm of suspension up front, 110mm at the rear, a long reach, short stem and very wide drop bars. It’s also got a dropper post and tyre clearance up to 2.35 inches.

Salsa calls this "a genre-bending blend of full-suspension capability, progressive drop-bar geometry, and motorised assistance for a radical ride experience."

At the time, I called it a “cross-country e-mountain bike with drop bars. All off-road versus all-road.”

I tend to gravitate toward bikes that reward effort. I like underbiking. I like finding the limits of a bike and occasionally crossing them. Looking at the Wanderosa, I assumed that it would be a drop-bar shred machine, and imagined riding the 23 miles to my nearest trailhead, ripping a few mountain bike laps, then riding home with just enough battery.

One ride on the Wanderosa and I came to a very different conclusion.

The bike isn't a drop-bar e-MTB at all. And to Salsa’s credit, the brand insists it was never intended to be one. Instead, it's something much more, well, “radical.” No, not in the “let’s get rad” kind of way. But in its uniqueness: a full-suspension gravel bike built around comfort, confidence and exploration.

“This is not developed to be a drop bar eMTB. It is truly meant as a gravel bike that can travel further, faster. The full suspension is there to serve the speed; making the faster ride more comfortable,” Salsa told me. “It’s for riders seeking to explore and gain more confidence in whatever terrain they encounter.”

Salsa knew exactly what this bike was about. It also knew it was taking a gamble.

Only a limited number of Wanderosas were produced, in part because Salsa anticipated that riders—myself included—might misunderstand the bike's intent. At first glance, it certainly looks like one thing. On the trail, however, it reveals itself to be something entirely different.

Meet the Wanderosa

The Wanderosa is what Salsa calls a "light electric full-suspension gravel bike."

At its core sits a high-modulus carbon frame paired with a flex-stay rear suspension design delivering 110mm of travel. Up front, a RockShox SID fork provides 120mm. For comparison, that’s the same amount of travel you’ll find on, say, the Specialized Chisel Full Suspension XC mountain bike.

From here, the gravel aspect becomes a tad more apparent with (very wide) drop bar handlebars and, on this review bike, a SRAM Apex Eagle mechanical drivetrain and disc brakes. Bar widths range from 44cm to a remarkably wide 52cm depending on frame size.

The geometry follows the modern "progressive" playbook with a slack front end, steep seat angle, long wheelbase and short stem.

Power comes from the FAZUA Ride 60 system paired with a 480Wh integrated battery. The motor produces 60Nm of torque and can reach assisted speeds of 28mph.

Specifications as reviewed

• Carbon frame with flex-stay rear suspension
• 120mm RockShox SID fork
• RockShox SIDLuxe Select+ 3P, 110mm travel
• FAZUA Ride 60 motor
• 480Wh integrated battery
• Class 3 e-bike
  • 28mph
  • Up to 55 miles of range
• Tyre clearance up to 2.35in
• Progressive gravel geometry
• TranzX YSP18 Dropper post
• Drivetrain: SRAM Apex Eagle
• Cassette: SRAM PG-1210, 10-50T, 12-speed
• Wheels: WTB ST i27, 29 in.
• Bars: 44cm Salsa Cowchipper
• Weight: 40 lbs
• Price: from $7,999

The ride

The Wanderosa's biggest challenge may be managing expectations.

Mine certainly got in the way.

When I first picked up the bike, with its beautiful seafoam green carbon frame, towering front end, wide bars and generous suspension travel, it looked, in one word, shreddy.

Parked next to my full-suspension trail bike, the Wanderosa was just as long and perhaps even a smidge taller at the front. And, for the first several rides, I treated it like a mountain bike.

I pulled on a pair of cut-off jean shorts, enjoyed the wind-at-my-back feeling of the electric assist on the ride to the trails, dropped the seatpost and pointed it downhill.

I rode it like a drop-bar e-MTB because that's exactly what its silhouette suggested. But while I had an absolute blast powering up fire roads and grinding effortlessly to the top of climbs, the Wanderosa remained disappointingly muted on the way back down.

It was planted, stable and composed. But not playful. It didn't seem particularly interested in getting airborne or being flicked aggressively through corners.

I also struggled to get comfortable.

The front end is exceptionally tall for a gravel bike, and the reach felt relatively compact. I swapped the stock stem for something longer and lowered the bars as much as possible. Even then, I never quite found that forward-leaning, aggressive position I instinctively wanted.

The harder I pushed the bike toward my usual, somewhat aggressive, riding, the more I felt like I was fighting it.

What is this thing? I kept asking myself.

And then I realized that the issue wasn’t the bike. It was the rider. I was getting in its way, not the other way around.

Once I stopped trying to ride the Wanderosa like a mountain bike, or even like my usual gravel race bikes, the bike's purpose became much clearer.

Because when used as intended, the Wanderosa may just be among the smoothest gravel bikes I've ever ridden.

On rough gravel roads, washboard surfaces and chunky doubletrack, the suspension shines and the bike feels remarkably composed. Embedded rocks, corrugations and square-edge hits simply disappear beneath you. Instead of constantly searching for the smoothest line or hovering out of the saddle to spare your back and hands, you can stay seated, relax your grip and let the bike float across the terrain.

The result isn't an adrenaline rush. It's comfort, control and confidence.

The Wanderosa encourages the kind of riding where curiosity replaces caution. The kind that invites you to go where you haven't gone before. When you spot an unfamiliar fire road disappearing into the trees, instead of wondering whether you'll have enough energy to investigate, you simply turn onto it. A dotted line on a map becomes an invitation rather than a question mark.

Just pack a lunch and go explore.

The Wanderosa feels less like a performance bike and more like a hiking boot on two wheels. The motor helps you cover greater distances and steeper grades, while the suspension smooths whatever terrain you encounter along the way. Together, they create a bike that constantly asks: "Where do you want to go today?"

The Wanderosa doesn't make you faster in the way a race bike makes you faster. Instead, it expands your riding radius. It makes the world feel a little smaller and your options a little bigger.

The wide tyres and full-suspension chassis contribute as much to that feeling as the motor itself. Knowing the bike can comfortably handle whatever surface appears around the next corner gives a reassuring sense of confidence. Whether the route turns into loose gravel, washboard, rutted forest roads or rocky doubletrack, the Wanderosa remains calm, predictable and unfazed.

Likewise, the FAZUA Ride 60 powers the experience with a smooth, quiet and relatively lightweight system. In its lowest assistance setting, the motor does little more than offset the bike's additional weight. In the middle Blue mode, however, it delivers a steady, natural feeling boost no matter how rough the terrain becomes. Some e-bike systems can feel abrupt or unpredictable when traction is limited, but the FAZUA remains impressively controlled.

Range, however, may be the limiting factor for some riders. While I found the 480Wh battery adequate for most rides, the claimed 55-mile maximum feels somewhat restrictive on a bike whose entire purpose is encouraging bigger adventures. A range extender option would make a lot of sense here.

The handlebar-mounted controls also took some getting used to. Designed more like SRAM Blips than a traditional e-bike remote, they can be difficult to locate and activate on rough terrain. Personally, I'd prefer a more conventional control unit positioned near the stem or top tube, where changing assist modes feels more intuitive.

Value and conclusion

Starting at $7,999, the Wanderosa is certainly an investment. It is also an undeniably niche product.

Which makes reviewing it surprisingly difficult. After all, who else is making a Class 3, full-suspension gravel e-bike?

Nobody.

So rather than measuring the Wanderosa against bikes it was never intended to compete with, it makes more sense to evaluate it for what it is: a category of one.

Viewed through that lens, the Wanderosa succeeds remarkably well.

I looked at the Wanderosa's generous suspension and mountain-bike-inspired silhouette and mistook it for a shreddy e-mtb with drop bars. But I was wrong. This is an exploration bike.

Its greatest strength isn't speed, capability or even comfort, though it offers all three in abundance. It's an invitation to explore and go further. To turn down the unknown road. To investigate that logging track you've always wondered about. To venture farther from home knowing the suspension will smooth the terrain and the motor will help get you back again.

This is a bike for the rider who throws it on the back of the car and spends an entire day wandering logging roads, forest service routes and forgotten connectors. The rider who values comfort and confidence over outright speed. The rider who values comfort and confidence over outright speed. The Wanderosa is a purpose-built machine for riders who simply want to see what's around the next bend and the next and the next.

Yes, that's a surprisingly specific rider. But if that’s you, then the Wanderosa is certainly worth a test ride.

I'm a big fan of Standert, the German brand. It occupies an interesting space, offering the exclusive feel of a boutique custom builder combined with the reach of a mainstream brand. This sweet spot ensures genuinely enthusiast-owned thinking, progressive design, and exquisite details. While not cheap, the bikes offer great value for riders who appreciate well-conceived aesthetics and design.

Standert build bikes, such as the Pfadfinder and Kreissäge RS, that appeal to "proper riders"—the kind with a discerning taste for the finer things that assist ones lifestyle in the urban environment – perhaps for those carrying a Leica or who are selective about their coffee. While Standert undeniably have a "hipster" aesthetic, this is backed up by real substance in the design of their bikes.

It also likes playing in areas where others see less value. Aluminium for example is a premium choice for Standert’s engineers, not junior to composites. That’s relevant here as we’re testing its stainless steel gravel frame, the Erdgeschoss.

Stainless is expensive though, right? Well, not at Standert it seems. And if it’s cheap, that begs the question, how, and where have the corners been cut? I got hold of one for weeks of testing, and spent a huge part of that staring at the loveliness of the thing, and this is what I found out.

Design details

Standert’s work definitely stands out. It's had a full rack of frames in London’s Via Atelier store since it opened—a shop adjacent to Meta and Google Campus (read: pretty on trend). It’s possibly one of London’s most progressive and design-forward bike shops, and arguably the perfect place to nurture a community who don’t need their arms twisted to love high-end Berlin design.

Unsurprisingly, it's very obvious what this bike is and isn’t. It's not a beginner bike. It's designed to look fast standing still, and it absolutely does, even by gravel bike standards. You could be forgiven for thinking it’s a fairly hardcore road bike with fat tyres on it.

Unlike Cinelli’s XCR bike, which I reviewed recently, this one leaves you in no doubt about what it’s made from. It’s resplendent in largely bare stainless steel, lacquered over for protection and to lock in some of the lovely details. These include the Chinese cat emblem and some great typographical elements that feel like grown-up versions of the cool stickers you wanted to see on bikes when you were a kid. In that sense, it is very Masonic—like a Mason bike, that is, not like a mystery business person from the similarly named lodges.

Bosses are evident everywhere you’d need them, and the bike overall looks like something fast, purposeful, and very practical, built with the intention of going hard.

What’s less convincing is how Standert has managed to do all this for the ticket price and I was initially concerned that there must be a catch?

Specifications

The spec sheet delivers no surprises or obvious answers to my cynical questions, just good gear that's designed to work properly. Like the DT Swiss GRC1400 wheels with its 30mm internal width. It's all the wheel you’d need in a bike like this, and nothing excessive that you perhaps don’t.

The fork is from Columbus, with rack bosses shot in and even a hole for routing a dynamo cable. Combined with the beautifully yet classically considered stays out back, it offers a full 50mm of tire clearance, or 54mm if you go old school and fit 650b’s. The tyres are Pirelli’s excellent Cinturatos. They’re knobbly enough for nearly anything and fast-rolling too. They’re an excellent and versatile choice that seems to stick to the script nicely.

Tape and saddle are premium branded items from Fizik, though whether you like them or not depends entirely on you, so I won’t dwell on those. They are at least of excellent quality, feel great, and suit the bike.

Reliable Zipp Service Course SL components make up the conventional-looking but spot-on cockpit, and SRAM’s near-perfect Force AXS Groupset (with powermeter) supplies the forward drive. You could be forgiven for thinking that's all a bit boring, because it is, in the sense that it’s all about efficiency and utility.

The flourishes that make this bike a little more exciting are less obvious. The Chris King inset-7 headset, for example, which should last you forever if you look after it, and the beautifully made and finished sliding dropout.

Hang on, a sliding dropout? What on earth is that for on a geared bike, I hear you scream? Well, this is where the bike gets interesting. The dropout gives you a measure of adjustment in the wheelbase. This is coupled with a flip chip in the fork that enables you to slow down or speed up the steering. Now, ordinarily, I’d say flip chips are a waste of time. Not because they’re not a good idea, but because 99% of people never, ever touch them, much less know why they might.

But while Standert fans might be fashionable sorts, they also stroke me as the kind of riders who might actually appreciate the adjustment, and here it feels like the right kind of approach. Not least because the sliding dropout is really beautifully done and finished. It's the kind of detail your geeky mates will want to chat to you about, when they ask what the tubes are made of at the coffee stop.

There are no Columbus stickers on the frame, no Reynolds badge, not 953, not XCR, nothing but a nicely designed label that simply reads ‘Superthin Stainless Steel’.

My assumption was that this frame, some 1950g in claimed weight, was made with straight-gauge tubing—some cheap gear masquerading as something it wasn’t. It was, in fact, the very first thing I pushed the brand on when discussing the bike.

However, rather than satisfying myself that I’d found the reason why this bike seemed so cheap, I was left with no doubt that Standert really does understand its materials.

The tubing is off-the-shelf, as it were, much like almost all stainless tubing is, but it’s made by a very well-respected factory in Taiwan, and is made much in the same way as the very best stainless steel tubing. It was also not straight-gauge, but in fact, double-butted. Now, Columbus XCR and Reynolds 953 are available in triple-butted form. But even Columbus themselves would caution against using XCR for a hardcore gravel frame, depending on the use case. So it seems perfectly fit for the purpose. The lack of 'extra' butting to get it to lightest 'triple' status seems sensible, and accounts for the extra grams, over a similar road frame.

So far, in my quest to find the holes in the Erdgeschoss argument I was STILL drawing a blank.

Peformance

I was sure however I'd find that evidence in the frame's performance: heavy, unrefined, all show and no go. What I found was the exact opposite.

The tubing is oversize, according to the definition, but nowhere near that of some steel bikes with big square oval downtubes and meaty stays. The stays are relatively large here, as is required on a frame that’s designed to take a beating, but the relatively skinny main frame tubes feel alive and zinging. I strongly believe you can’t hide poor frame design with large tyres, and as such, you can definitely feel the feedback in a frame, or the opposite if the communication is poor, regardless of how large the tyres might be. This frame is the perfect case in point.

It is alive with good vibrations and positive feedback, and for a bike of this type, it could be considered perfect. It’s not likely as stiff as a plastic road platform, but it’s perfectly balanced for the type of bike that this is. You certainly don't feel any sense that you're giving anything away in the frame, and in fact, it feels the complete opposite.

The geometry helps. And on paper, I was a little non-plussed. It read like a Cyclocross bike from ten years ago. And despite a reasonable and informed interest in frame geometry, I thought perhaps Standert was blindly warming over an old design here, and that they might have missed an opportunity to follow the trends. It absolutely has not.

Having talked to the engineers, the Cyclocross DNA of the bike has been kept very deliberately. Where a more modern interpretation might put you more ‘in’ the bike, with a lower bottom bracket, this one has the effect of making you feel perched on it, with all the grin-inducing flickability that goes with it. If I was going to commute on something in London again, it would be this bike. It changes direction like a scalded cat, with pretty lively handling that belies its long wheelbase and relatively gravelly front end. Again, for a newbie, or someone who wants something reassuring, this is probably not the bike for you. But for an enthusiast who knows their bikes and likes getting rowdy on them, the geo feels really fun and addictive, and it’s perfect for a bike with these intentions.

Having ridden the thing in anger, I discussed the geometry with the team who designed this bike, and it transpires that it is the most ‘owned’ bike at the Standert office, and I’m not surprised. It’s a heap of fun to ride.

Value

Who’s got £6.5k to spend on a gravel bike, or a lairy commuter? Not me. But let’s suppose I did for a moment.

If I wanted to buy almost any other stainless steel frame, this is the cheap option.

Frame only, it’s £2499. With Force and all the kit on this particular spec bike, it’s certainly not at the cheaper end, but it’s also not wholly unreasonable when you consider what you're getting.

I’ll set out my case.

Another German brand, Canyon, can sell you a Grizl CF9, with the same wheels but loaded with ECLIPS and a ton of really cool integration. It also has a full SRAM Red AXS groupset, all for the same price. That’s pretty compelling alongside this relatively conventional build. On paper it blows it out of the water in fact. So it may really depend on the sort of customer you are.

But let’s assume you’re a Standert customer. You like your coffee, call a camera lens your glass, and wish you could get into Berghain. But you can actually ride a bike. Then, in that case, a top-of-the-line Canyon Grizl is still just a Canyon Grizl. It is to a Munich badged 190, a Mondeo ST.

To view it through that Meta/Google/Berlin lens, a different way, this is a very special-looking bike, with a huge amount of charm and more aesthetic interest than almost anything else on the market, made in a true "forever" material. Made, in terms of attention to detail and quality in the fabrication, really, really well.

The only potential downsides are the lack of proprietary electronic gubbins available elsewhere, and a modest groupset downgrade. When you consider that SRAM Force and the top-tier Red function and perform in exactly the same way, this Standert starts to feel like a much smarter and sexier choice. Add in the lively handling, and you have a very seriously well-built bike constructed for skids, wheelies, off-road fun, or absolutely killing the commute. You can do that on a Canyon, but it’s just not going to be this fun or quite the same stripped back experience.

As I stretch for a negative, I'd have to urge you to ignore the weight. It doesn’t matter. If you want a metal bike, go buy this one. If you haven’t tried a metal bike, go buy this one. If you need a gravel bike and want to have a ton of fun, go buy this one.

Old-school geometry, materials, and thinking, brought bang up to date. Dressed like it’s from the nineties, like all the cool kids are these days anyway. There really isn’t a catch. It’s brilliant.

I have a strong sense of déjà vu as I write this. In fact, it's more than that — I actually had to check back to August 2024 to ensure I hadn't simply reused the same headline.

Essentially, I've been here before. It's not just about my earlier reviews on the best aero bikes; it specifically concerns the last Liv bike I reviewed, the Langma Advanced Pro 0. At the time, I was completely smitten, rated it five out of five stars, and told the brand to dismiss all other models.

Luckily, it didn't listen to me, because here we are just two years later, and I find myself falling head over heels for the Liv EnviLiv Advanced SL - something I was quite determined I would never do again after it lost its way in 2023.

As I wrote at the time of the Liv EnviLiv launch, this model marks 13 years since the brand launched its flagship aero bike, making this the fourth generation of the race-ready performance bike.

I've pretty much sat on every model since then, and have generally raved about the handling, comfort and speed. After riding the Liv EnviLiv Advanced 2020 model, I was torn between buying the bike and retiring from riding, fearing I would never see such impressive ride data again.

Like some weird prophecy predicting tech writer, my fortune telling came true with the Liv EnviLiv Advanced 2023, which frankly broke my heart. It was reincarnated as an 'endurance aero race bike', which, in reality, was an underwhelming update that made it ponderous with an overbearing wheelset.

Then, the Liv Langma Advanced rolled into my life. It delivered such an incredibly rapid and responsive ride that, in another future-predicting statement, I actually wondered what the point of the Liv EnviLiv.

The point, it seems, was that it was moving on to bigger and better things, and with its first Pro win under its belt, thanks to Australian National Champion, Mackenzie Coupland, at the Vuelta a Extremadura Femenina, it's clear that the all-new Liv EnviLiv is really something special.

Design details

It's worth revisiting the launch piece (linked above) if you want more detailed information, but in summary, the Liv EnviLiv has been designed to remain a women's specific bike.

Working with the cycling world's only female moving mannequin for wind tunnel testing, Liv states this has allowed them to gain a much better understanding of airflow and resistance around a female form and has ensured the geometry of the new model caters to these needs.

That said, the EnviLiv was not designed in isolation. A quick look at its sibling brand Giant’s Propel reveals EnviLiv's inspiration. Launched simultaneously, the bikes clearly share more than just DNA, with similar frame Advanced SL-grade composite frame and fork lay-up and tubing profiles.

This redesign also updates the EnviLiv silhouette to align with other aero bikes, such as the Canyon Aeroad and even the Specialized Tarmac.

Compared with the previous EnviLiv Advanced, the differences are striking. Key updates, according to Liv, include a 120g weight reduction - a 7.7% decrease - which, based on our calculations, brings this new EnviLiv frameset (frame, fork, and seatpost) down to 1,450g, making it much closer to most high-end aero bikes. #

The new EnviLiv also boasts a 19% improvement in frameset stiffness-to-weight ratio, including a 14.7% increase in torsional stiffness over the previous model, and somewhat surprisingly, 25% more compliance. Liv attributes this to the carbon layup, refined rear triangle shaping, the new proprietary Vector Integrated Seatpost, and the new Cadex SLR Aero integrated cockpit.

Additionally, the 2mm extra clearance between the fork legs now allows for tyres up to 32mm, offering a significant advantage in compliance.

Specifications

It's worth noting that the EnviLiv SL is the top-of-the-range bike, meaning everything onboard has been selected by Liv to enhance performance. Therefore, it is not surprising to find a SRAM Red e-tap AXS groupset fitted.

What is more notable is that it runs a 2x chainset.

We've become so accustomed to seeing 1x on aero bikes that encountering this 35/48 setup is curious- is it forward-thinking or behind the curve? The onboard power meter, which works with almost any head unit, is a really nice touch.

On either side of the chainset sit the brand-new Cadex Max 50 Wheelsystem, another sibling brand to Liv, launched just a week before the new Cadex Max 50, which features 50mm, 22.4 mm inner diameter carbon fibre hookless rims, an ultra-thin hub flange, bonded carbon aero spokes, and weighs 1290 grams.

Paired with the new 40 TPI casing Aero Tubeless Tyres, Cadex claims this is a fully engineered, integrated wheel-tyre system, which is 18 watts faster than Cadex's existing Ultra 50 wheels.

Unfortunately, these were never specc'd on the previous EnviLiv, so claiming that speed improvement is questionable, but extra watts are extra watts, and who are we to complain about where they come from?

The EnviLiv isn't just about watt savings; Liv also emphasises that speed doesn't have to equate to extra weight and bone-shaking stiffness. The days when speed meant a weight penalty are long gone, and there has been a general shift among bicycle manufacturers to blur the line between strong, stiff aero bikes and light, comfortable climbers- the EnviLiv Advance SL exemplifies this.

With the EnviLiv frameset weighing just 1450g, it is only 120g heavier than its climbing sibling, the Langma Advance, which, according to The Measure of Things, is just over half the weight of a Syrian hamster, if you need some perspective.

The total package weighs 6.8kg for a size medium. As shown in the Liv-supplied dataset, this third-generation Liv Langma Advance SL frameset is 123.03g lighter than the previous model, coming in at 1329.69g compared to 1452.63g.

Performance

Launching the Liv EnviLiv in the mountains of southern France was the first sign that this bike was moving away from its 'aero endurance' traits.

The idea quickly proved itself in practice, and after 130km of mountain riding, I was already quite convinced of what the all-new Liv EnviLiv could deliver. Back in the UK with the bike, riding on my local roads, the EnviLiv truly is impressive.

I live in an extremely hilly area, with the Peak District as my playground, and I'm gradually conquering all the major climbs simply for fun. It's on this challenging terrain that the double chainring setup makes much more sense. Choosing SRAM Red for this top-tier model keeps the weight down — although I've already managed to drop the chain, which makes me wonder if a lower-spec Shimano Ultegra might be more reliable, despite a slight weight penalty.

Overall, the EnviLiv is happy to tackle any road you point it at. Out of the saddle, it instantly transfers your power into speed, with the chain of command from pedal to wheel feeling immediate.

Once at speed, the EnviLiv sustains it effortlessly, allowing you to shift gears swiftly and maintain a comfortable, aerodynamic position, whether on flat terrain or while climbing.

The wheel system is clearly a major factor in the bike's performance, but unlike the 2023 model, where they felt more dominant, now they complement the bike well, balancing climbing and fast flat rides. I've only once avoided a ride due to gusty winds over 50mph.

With 50mm wheels and experiencing some minor buffeting from sudden crosswinds, I wasn't willing to risk being fully exposed in strong gusts. This makes me curious about how the bike will perform if I need to swap wheels, especially considering that the bike's smaller, female-specific sizes likely mean lighter riders.

For now, I'm thinking of requesting a set designed specifically for introverted riders — like myself — who really dislike waking up the small towns and villages of the Peaks with the loud freehub when coasting.

I'm even thinking of adding some more grease to quieten it, as I've started pulling on the brakes slightly while still pedalling in some small towns, because the constant eye-turning from pedestrians and café-goers can be quite embarrassing.

Speaking of brakes, their stopping power has been top-tier— anyone who's ridden along the narrow UK back lanes will appreciate this more than most. Even on wet days,

I've yet to hear the brakes squeal like a howler monkey. This is reinforced by my descents in the Peaks, which can be quite challenging, and by knowing that modulation, combined with the bike's excellent handling, has given me far more confidence than I've had in a long time.

Value

Once a bike's price reaches the five-figure mark, its value is closely scrutinised, especially when the EnviLiv Advanced Pro costs around half that amount, and the entire range starts at just 20% of that price.

Looking at bikes with similar prices, such as the aforementioned Canyon Aeroad CFR with comparable specifications, including SRAM Red and slightly deeper DT Swiss ARC 11000 Dicut 55 wheels, it comes in at $10499/ £8349, $2000/ £2000 cheaper. That doesn't include the integrated seatpost but claims a weight of 7.0kg for a size medium.

The Specialized Tarmac SL8 with Shimano Dura-Ace Di2 and Roval Rapide CLX III 48.5 mm deep wheels will set you back $14,000/ £11,500 - $1000/ £1000+ more and weighs around 6.6kg for a 56 cm size.

Sitting between these two bikes in terms of spec and weight (6.84kg), the price of $13,500/ £10,499 feels about right, and based on our reviews of all of them, when it comes to making a choice, it really comes down to what fits and feels best.

The biggest issue for me is the impact of an integrated seatpost and having to cut it to size. Luckily, there is an SL ISP clamp listed that should give you around 4cm of adjustment, but it's something to consider regarding future resale or if you change your crank length.

Verdict

At this stage, I'm really convincing myself to buy the Liv EnviLiv. It's fast, comfortable, lightweight, and handles exceptionally well. Any worries—like 'what happens when it's really windy' or 'what if I cut down the seatpost and then dislike it'—are quickly dismissed by just spending money.....
After all, what's another couple of thousand for some good shallow wheels or a hundred or so for the ISP clamp? There are cheaper options out there, but once you're spending that much on a bike, why settle for something that compromises on fit or feel? We'll ignore the fact that the price tag is close to my annual salary, and if I were to buy a superbike, this would be it without hesitation.

Spec

• Weight: 6.8kg
• Frameset: Advanced SL-grade composite
• Groupset: SRAM RED AXS
• Wheelsystem: Cadex Max 50, Cadex Aero Tubeless 28c
• Cockpit: Liv Contact SLR 0 Aero Integrated
• Sizes: XXS - L

There's a pattern in road cycling that the team at FiftyOne wasn't happy with: the industry designs bikes for professional racers and then sells them to the rest of us, rather than putting the needs of the majority of riders first. So we, the everyday rider, end up with geometry that is too aggressive, the tyre clearance too narrow, and a position that is too unforgiving for anyone that isn't a full-time athlete. What's more, if you want to change anything, it'll likely cost you extra. The FiftyOne Sika is the brand's first non-custom road bike, and it's their answer to the aforementioned conundrum.

On paper it's an almost confusing prospect. Endurance bike clearances, but no provisions for things like mudguards or bags, combined with climbing bike weights and geometry that sits somewhere between race and endurance. So how does that play out on the road? I rode it through a pretty grim few winter months on my local Peak District roads to find out.

Design details

FiftyOne is a Dublin-based brand with its roots in hand-built, tube-to-tube custom carbon frames. The Sika is its first non-custom road frameset, following the Assassin gravel bike into production, and it's been designed with a clarity of purpose that larger brands sometimes lose. The team, led by ex-Pro Aidan Duff, has reportedly built over 500 custom frames and conducted an equal number of bike fits, and that accumulated knowledge was used to design the Sika.

The frame itself weighs a claimed 690g for a medium and is built using a blend of Toray fibres, which is all the more impressive given it accommodates 40mm tyres. That clearance is achieved through a combination of dropped chainstays and a taller fork with a shallow crown and long-legged straight fork blades that sit proud or slightly further forward than normal on smaller sizes; it gives the bike an increased level of versatility, while still keeping a classic race-bike aesthetic.

Tube profiles look traditional and round at a glance, but actually use NACA aerofoil designs and plenty of clever forming. There's no aero data from the brand, but the shapes are clearly more than decorative, showing performance intentions whilst still maintaining a classic look.

The open wishbone seatstay connects near the top of the seat tube rather than using the dropped-stay look that has become de rigueur elsewhere, giving the rear a compliant, damped feel. Combined with a standard 27.2mm round seatpost in an external clamp, it makes for a comfortable ride and offers plenty of options for upgrades or fit changes that would be more troublesome with a specific aero setup.

The frame uses a T47 inboard threaded bottom bracket, which is as wide as possible for frame stiffness while retaining the alignment and easy-to-work-on benefits of threaded cups. The rear derailleur hanger is SRAM's UDH universal standard, so spares are easily available and leave the option of using SRAM’s gravel T-type rear mechs should you fancy going for the simplicity of a single-ring setup.

Geometry is on the racier side of endurance, or on the endurance end of race, depending on how you look at it. My medium bike has a stack of 555mm and a reach of 380mm. The Specialized Tarmac SL8 in a medium or 54cm, for example, is 544mm and 384mm, whereas Specialized’s endurance bike, the Roubaix, is 585mm and 381mm. The closest bike ive found in geometry terms is the Cervelo Caledonia with near identical stack and reach figures, with it just being 2mm shorter and the same height, though its ride characteristics are more of a cruisy endurance bike than the Sika.

The bike is available in five sizes from XS to XXL. My test bike featured the Black Ops raw clear coat, which looked good if a little understated for my tastes; there is a great-looking white and blue option too, and the guys at FiftyOne are always happy to talk custom should you have something special in mind.

Specifications

My test bike was specced with the latest SRAM Force AXS groupset, featuring revised ergonomics, lighter overall weight, and a cleaner hood profile that trickled down from the top-tier Red option. It's a genuinely excellent groupset: the wireless shifting is crisp and reliable, the brakes offer strong modulation and impressively light lever feel. I’ve used this set-up on plenty of bikes in the last 12 months, and I'm a huge fan.

Gearing on my bike was dealt with by 50/37 chainrings and a 10-33 cassette which was perfect for me, offering a good spread but with good tight ratios for the occasional through and off session, but I think it's worth pointing out one of the upsides to dealing with a small brand like FiftyOne is that you can custom spec the bike and get what exactly what you need. Using the configurator on their site, you can choose between four wheelsets, cockpit width and length, crank length, gear ratios, and even a power meter for an extra £436.

Wheels were the ERE Research Omnia CLR45 carbon clinchers. It might not be a name familiar to many, but having tested some of its gravel wheels I’ve been very impressed with the brand. The Omnia features an internally rimmed 45mm-deep, 21mm-wide rim, weighs around 1500g, and has a ratchet-drive rear hub. They were shod with the Vittoria Corsa N.EXT in a 34mm width and set up tubeless, which worked well for this bike's intentions.

The cockpit is FiftyOne's own one-piece carbon bar and stem in a gloss finish to match the frame and seatpost. It's available in four widths, from 380mm at the hoods up to 440mm, and five stem lengths, from 80 to 120mm. The tops are nicely flattened with no sharp edges and have a wrist-angle-friendly three-degree angle that sweeps back towards you. The 125mm deep drops feature a slightly different shape to most, with an almost old-school ergonomic bend. It's not as pronounced and square as ergo bars from the 90’s/early 2000’s, but has a deeper feel compared to the more common semi-ergo design favoured currently. The bars also flare out by 2cm on each side in the drops, giving a more controlled and comfortable position.

The seatpost is FiftyOne's own round 27.2mm carbon item in a 15mm offset, which was fine for me. They don't offer any other options at the point of order, but they will take the seatpost price off if you ask, and since it's a standard round 27.2 post, you have a ton of other options.

Performance

The Sika feels like a bike designed by someone who’d actually use it. By that I mean it just felt right, whether that was a long day out in the hills or a smash fest on the local chain gang, it never felt out of place. The geometry decisions that Fiftyone have made - marginally more stack, a slightly taller fork, longer chainstays, bigger clearances - haven't blunted the bike's character, rather they’ve refined it. This isn't a race bike that's been softened. Instead, it feels like a performance bike that's been made smarter.

On the climbs and descents around the Peak District, it felt light and direct without the slightly skittish edge you get from some ultralight race bikes. I was lucky enough to have both the BMC Teammachine SLR 01 and Cervelo R5 on test at the same time, both of which are true out-and-out climbing bikes, and if I'm honest, the Sika is the bike I went for most often despite being around a kilo heavier at 7.65kg. That might have partly been down to more suitable rubber, but I also just loved its character; it has a real Goldilocks feel, not too stiff, not too soft, just right.

In fact, I think this is what other brands should be looking to do with climbing bikes. With these machines being used less and less on the professional tours it seems wise then to spec them with more robust rubber options, giving us non-racers the sprightly ride of a light, stiff frame, but with greater comfort and grip afforded by wide tyres; similarly a touch more stack is always a good thing for most of us mere mortals too

The bike is responsive, and there's a real stiffness through the bottom bracket. The T47 shell is as wide as any road bike frame will accept, and that, combined with some clever lay-up tricks, means no effort is wasted. It's a similar story up front; other bikes with space for wide tyres tend to feel muted in comparison. Bikes like the Cervelo Caledonia and Giant Defy, for example, are extremely comfortable, but lack that sharpness of a race bike, and that's not the case here.

Handling is the Sika's party piece. On paper, the geometry numbers don't suggest anything exceptional: the tested medium has a 1,010mm wheelbase, 420mm chainstays, and a trail figure of around 58mm with 34mm tyres. What those numbers produce in practice is a bike that is remarkably stable at speed while still feeling lively and responsive in direction changes, with a front wheel that tips in beautifully when cornering at speed. The longer wheelbase and lower bottom bracket give it a planted, but pointy, quality that immediately gave me the confidence to go as fast as I dare. It manages to be a halfway house in a good way. Somewhere between an endurance bike and a race bike, but with the best of both worlds.

Now normally I'd only talk about the tyres that come specced, but as one of this bike's key features is its clearance, I think it's worth mentioning how it feels with different set-ups. I rode the stock 34mm setup, but I also rode it with a racier 30mm set of Vittoria Corsa Pro tyres on a set of Corima wheels, and with a head-turning pair of Challenge Strade Bianche tyres on a set of Reynolds wheels in a 40mm width. The narrower setup sharpened how the bike felt, but it was the almost balloon-tyre-esque 40mm tyres that made the most profound difference. In terms of perceived rolling resistance, there wasn't much in it, though the Challenge tyres are a fast tyre even in a bigger size. The extra width does give extra comfort as I could run them down to 40 psi comfortably, but it was the cornering feel I noticed most. The extra depth lifts the BB, making me feel like I need to take a wider arc on corners, with a slightly delayed sensation when tipping into an apex. It wasn't bad, just different. If it were my bike, I'd keep the 34mm as they feel like the sweet spot of speed, comfort, and handling on this bike, though it was cool having the option.

Comfort, much like the rest of this bike, is somewhere between a true endurance bike and a racier option, not quite an armchair ride but certainly more forgiving than other race bikes. I found it to be a great bike for long days out. The longer fork and wheelbase, combined with a 34mm tyre, was an ideal compromise between efficiency and speed, and yet it still maintained a sharp, positive reaction that felt very engaging.

Value

The Sika in this SRAM Force AXS configuration costs £6,499 / $9,999, which strikes me as good value for a unique bike from a smaller manufacturer, and its versatility makes it difficult to draw direct comparisons with. The Tarmac SL8 Pro with SRAM Force AXS is more expensive at £7,249 (but $8,499 in the US), as is the Cervelo R5 Force at £8,500 ($9,950); though neither offers the same tyre clearance, they are more race-focused offerings.

The Roubaix from Specialized matches it in terms of clearance but is heavier with its Future Shock suspension and offers a slower, more comfort-oriented ride, while still being more expensive at £6,999 ($8,299 in the US). Cervélo’s Caledonia is lighter and has the edge in speed over the Roubaix, but is around £1k more expensive at £7,500 ($6,500 in the US), though it does have frame storage and mudguard mounts.

The Sika is hard to compare against other brands and that’s exactly why I think it's such a compelling option. It offers the best of both a race and endurance bike in an adaptable and performance-focused package, with the ability to change the specs of key parts as you wish at the point of order, which larger brands always struggle with. Good bike shops will always try to help, but all too often, there is a cost implication to changing out components that don't exist here, and it's another thing that helps set the Sika apart for me.

It's also available as a frame-only at £3,899, which includes bar, stem and seatpost, should you fancy building something a bit different, or you have an existing groupset and wheels you want to use.

In pure price terms it's competitive, which surprised me. I'd generally expect a more boutique offering to suffer from economies of scale and have a higher ticket price, but not so here, and when you factor in its easy customisation, it looks like even more of a bargain.

Verdict

The FiftyOne Sika is what happens when someone builds a road bike based on what riders actually need rather than what their pro riders demand. It's light, stiff, handles with confidence and precision, and offers 40mm tyre clearance without any of the usual compromises. The SRAM Force AXS spec I tested is well matched to the bike's character, and the overall package represents good value at a price point where the competition is fierce.

I'd heard good things about this bike from other folk whose opinion I respect, but I thought something that doesn't fit neatly into existing niches might be too much of a compromise. I was wrong. FiftyOne has made a bike that's pretty much perfect for the kind of riding I like to do. It's light and fast yet still comfortable with impeccable handling and the added versatility of being able to fit wider tyres too. I'm just gutted they wanted it back.

Tech spec

• RRP: £6,499 / €7,250 / $9,999
• Frame: FiftyOne Sika, high-grade Toray carbon, NACA aero tube profiles, T47 inboard threaded BB, UDH rear hanger, 12 x 142mm thru-axle, flat mount disc
• Sizes: XS, S, M, L, XL (M/Medium tested)
• Weight: ~7.1kg (M, as tested)
• Groupset: SRAM Force AXS
• Wheels: ERE Research Omnia C45
• Tyres: Vittoria Corsa N.EXT 34 mm wide
• Brakes: SRAM Force AXS hydraulic disc, 160mm rotors
• Bar/stem: FiftyOne Sika integrated one-piece carbon cockpit, 75mm reach, 125mm drop, 3° backsweep tops, 20mm drop flare
• Seatpost: FiftyOne Sika carbon round, 27.2mm, 15mm offset
• Saddle: Fizik Argo Vento R1

I've said it once, and I'll say it a thousand times: if you buy one bike, make sure it can do more than just one thing.

While we all love the feeling of whizzing along the roads at top speed on two wheels, the ability to ride anywhere, with anything, will add far more cycling to your life than just an aero or lightweight one-hit wonder.

One of the best gravel bikes, or even one of the best commuting bikes, will often provide this service - one happy off-road and the other happy loaded up with cargo. But what if you combined the two into some kind of gravel-utility mash-up - one bike to do it all? Well, the Whyte Tourus light gravel and utility bike is just that.

Design details

The design team at Whyte has firmly drawn on its mountain and gravel biking heritage when laying out the Tourus concept.

In fact, Tourus means stability, practicality, and tireless, and it also refers to the bull that called away Europa in Greek mythology - making me wonder which came first - the bike or the name.

Astronomy and mythology aside, Whyte says the Tourus was developed specifically to be comfortable, predictable, and prepared for every eventuality, with or without cargo loads.

According to the brand, the long-reach 6061 alloy frame, paired with a short stem and wide bars, will boost comfort and confidence, while a custom offset on the fork helps keep the steering light and 'fresh'.

To achieve this result, the brand employs what it calls 'Total Geometry', a proprietary concept that uses a holistic approach to bike design. Effectively, this means the whole bike is developed in unison, not just as the sum of its parts, with, according to Whyte, no angle or measurement taken in isolation, and components partnered in the development stage, not as an afterthought. Whyte says it even factors in full water bottles and, in the case of the Tourus, loaded luggage, which can be easily added using the many integrated mounting points.

This assumes that you stick to its designated riding classification system, which, in the case of the Tourus, is defined under the '2-cross' category. This means it's been designed to be ridden on roads, tarred cycle lanes, or gravel/earthy surfaces - think canal towpaths and the more benign bridalways.

Diving deeper into the specifics of how the Tourus delivers on these ride promises, you'll see that, when compared to other popular gravel bike-packing bikes (in a size small), it has a longer-than-average wheelbase (1072mm) and chainstays (445mm), and a relaxed head tube angle (70°).

Lining this up directly with the likes of a Canyon Grizl or Specialised Diverge, the Tourus will be more balanced under load, but consequently not aimed at riding tight trails at speed.

Specifications

Looking across the whole spec, the Whyte team has clearly thought hard about how to squeeze the most out of a largely set price point, and I'm impressed to see Shimano GRX throughout. It's 'just' the 10-speed edition, but again, thinking of a fully loaded bike, Whyte has chosen a double chainset (46-30T) to pair with the wide-range cassette (11-34T). It's even thought of braking under load by equipping the hydraulic disc brakes with an 180mm front rotor and a 160mm rear. Oh, and riding too, with the installation of high-volume Maxxis 45mm Reaver Tanwall tyres.
Of course, there will be some compromises. The unbranded 23mm internal tubeless-ready alloy rims threaded with stainless-steel spokes and unbranded hubs are probably the biggest. Elsewhere, the more usual concessions of alloy bars and stems, seatpost and saddle are also deployed to keep costs minimal.

These savings in the budget do have a knock-on effect on weight, with the bike, without any loads, hitting 11.2kg/24.6lbs on the scales for a size small.

Performance

I've been riding the Whyte Tourus for a few months now, and it's safe to say it's become the most-used bike in the garage. It's ridden daily for the station commute, has been on gravel rides, and even on the epic school-run pickup.

It's proven itself to be an incredibly comfortable steed, and despite the 'light' gravel heading, I've challenged it with tougher terrains. The predictable handling and stability, combined with fat tyres, have meant it's coped incredibly well over the rough stuff. I'd even put money on the bike tackling more extreme terrain if you swapped out the tyres for something with a little more tread - a noticeable absence when trying to navigate mud or wet grass, the only real times when I found the bike's limit.

On the flat, the bike taps along at a contented speed. Clearly it's no aero race bike, but it's also far from a Dutch shopper - meaning that once you've got it turning, it will happily chip away at around 12 or 13 miles an hour without problems.

Likewise on the descents. I live in a pretty hilly area, and I've never once had to drop anchor, thanks to the bike's ability to handle roads and trails at speed.

The downside of living in a hilly area is that I also have to navigate many climbs. This is where the weight penalty is mostly felt. The double chainring and wide spread of gears help massively, and I'm yet to find a hill I haven't conquered - it's just that you have to do so very slowly. Riding the bike laden with luggage would require even more patience - but that's sort of the aim with the Tourus. It's not designed for bashing out miles hell-for-leather; it honestly feels like a lesson in how to slow down and actually just enjoy riding a bike.

It's been a while since I was on mechanical shifting, and it's a good reminder that analogue shifting is still just as good as you remember it to be, even if I'm already aware of the need to tighten the barrel adjuster to make the gears shift as sweetly as they did when it was box-fresh.

I've not braved the bike-packing aspect of the Tourus. I'm currently still suffering the occasional sub-zero night, and on Sunday it snowed again - but when the weather does warm up, the bike will be the perfect antidote to our high-speed lives with a slow cruise out to a Peak District (UK) campsite or camping barn.

Value

With even the more modest bikes on the market coming in at £2.5k+, seeing a full bike with this specification at the £1200 mark is really refreshing.

But it's more than the initial outlay. Factoring in cost per ride, the Whyte Tourus has, in just a few months, already become one of the cheapest bikes I've ridden - and that's not even accounting for all the car running costs that the bike has also saved me, as it genuinely is such an easy bike to hop on as a car alternative.

In fact, for most of the short rides I don't even don bike kit, wearing whatever I have on, so I can attest to being able to ride in hareem pants, jeans (with a trouser clip) and even a mini-skirt and not feel self-conscious about an unspoken dress code that a speedier two-wheeled machine implies. For longer rides, I'll add the lycra tights and jersey and still feel just as at home on the Tourus - it really is that versatile.

Verdict

The Whyte Tourus is a fantastic bike, offering versatility and a variety of riding opportunities.

If you are an adventurous gravel rider, it's highly likely you will discover the bike's limits, in which case it's probably worth plumping for its more rugged sibling, the Whyte Verro, which features a 1x12 SRAM Apex Eagle transmission and a dropper seat post but costs £600 more than the Tourus.

If, however, you are looking for a more relaxed pace of life and the ability to add meander and roam to your riding objectives, then this really is the perfect companion to achieve them on. Just remember that you won't be accomplishing them swiftly - because that's exactly not what the Tourus has been designed to do.

Specs

• Weight: 11.2kg/24.6lbs (size small)
• Frame: 6061 alloy, hydroformed T6 aluminium
• Fork: Whyte straight bladed 6061 alloy
• Groupset: Shimano GRX RD-RX400, 11-34T, 10 speed
• Wheelset: 23mm internal width, tubeless read, Stainless spokes, Alloy, double sealed cartridge bearings, 12mm x 100mm (front) / 12mm x 142mm (rear) thru axle, Centre Lock, 32 hole
• Tyres: Maxxis Reaver Tanwall 700 x 45c,
• Bar/stem: Whyte alloy, +-7° rise, 60mm length (sizes XS-S), 70mm (sizes M-XL)
• Seatpost: Whyte 6061 alloy, 20mm offset, 27.2mm x 350mm, two bolt clamp
• Saddle: Whyte Custom
• Sizes: XS - XL

My first proper ride on the Teammachine SLR 01 ONE was meant to be a short spin in Frankfurt to get a feel for it. It turned into something closer to slapstick after a driver who wasn’t paying attention punted me onto the tarmac. Thankfully, the bike was fine (mostly) and so was I, but the mild panic of sliding along the road on something that costs a significant chunk of my annual income is a sensation I’ll be happy never to repeat.

Once my pride had been scraped back into place, the early impressions were hard to ignore. The numbers are properly eye-catching, with a claimed 222 g saving over the outgoing frame, which was hardly a tank to begin with. But a pure climbing bike is a bit of an endangered species in the pro peloton these days, so the real question is what BMC has done to make the new SLR 01 relevant beyond headline figure top trumps?

Luckily, my local roads around Sheffield and the Peak District are basically a catalogue of steep, draggy climbs and fast descents, so I was very keen to get some proper time on it, preferably without any more involuntary dismounts.

Design details

The fifth generation SLR 01 was first spotted at the Tour de Suisse under Tudor Pro Cycling and officially launched back in June. The SLR has always been BMC’s premium lightweight bike, and given Switzerland’s relationship with mountains, that's no great surprise.

The Teammachine SLR’s headline is its weight. In a size 54, there’s a claimed 222 g saving over the last SLR 01, which is a fair amount of mass on what was already a light frame. Numbers can be a bit abstract though and often lack the expected impact, so BMC did a slightly theatrical but surprisingly effective thing at the launch: exhibit a frame with sections cut away to show where the grams have gone. A 16% reduction doesn’t sound dramatic until you’re looking at what is, essentially, “four tubes worth of material” no longer there.

Being svelte isn’t enough in 2026, though. Pro tour speeds mean aerodynamics matter, even uphill (less so for most of us, but free speed is still free speed). BMC claims the SLR 01 is impressively only 4% less aero than the Teammachine R. They’ve done this by using truncated aero tube profiles and their integrated Aerocore bottle cages. The best bit is the bottles are normal round ones - no expensive proprietary bidons required here thankfully.

BMC has also retained the same race geometry as the Teammachine R and, unusually, says the stiffness numbers match too (they don’t publish them, but they did share the data at launch). The relative stiffness for such a light bike is impressive, but it's the geometry that sets the Teammachine apart from other climbing bikes in the peloton, but more on that later.

Tyre clearance has increased from 30 to 32 mm, which is welcome but still modest by today’s standards. BMC’s take is that most buyers in this category run 28-30 mm anyway, and anyone chasing bigger tyres is better served by the Roadmachine; those facing UK roads strewn with potholes may have a different opinion, however.

Colours are limited, but there’s a reason. A big part of the weight saving comes from a raw finish and lightweight transfers rather than a full paint job. My test bike’s matte black with subtle red decals looks properly stealthy in the flesh, and the unpainted finish shows off its high quality; there are no signs of filler or gaps in the carbon lay-up here that you might find on lower end frames. There’s also a very classy navy option and a limited-edition metallic blue-purple frame-only finish, which I loved and surprisingly only carries a 50g weight penalty.

Specifications

At £12,999 / €12,999 / $13,649, the SLR 01 ONE really needs to bring its A-game on the spec sheet, and thankfully it does. The bike comes with the latest SRAM Red AXS groupset, including a Red AXS power meter. Shifting is as crisp as you'd expect, but the biggest standout for me is the braking: lever feel is noticeably light, with fantastic modulation, which is ideal for those who like to push their luck on descents, giving you more control when scrubbing speed.

Gearing is sensibly wide without going for a dinner plate sized cassette: 48/35t up front with a 10-33 at the rear. It also skips a UDH rear hanger. When I asked about it, BMC’s engineers were blunt: this is a pure road race bike, and they don’t expect SLR 01 buyers to be fitting a T-Type rear derailleur. I'm sure they are correct, though I think having a universal hanger that's readily available when things go wrong would be beneficial. (How many times have you seen a fellow rider's bike damaged on a flight and then spent the first day of their holiday frantically trying to source a replacement?)

Wheels are DT Swiss ARC 1100 DICUTs, here in a shallow 38 mm depth that suits a climbing-focused race bike. They’re not DT’s lightest option (the carbon-spoked CSC wheels exist for that), but the steel-spoked ARC 1100s are reliable, predictable and easy to service and still very light at a claimed 1,299g for the pair.

My test bike arrived with 2 mm Pirelli P Zero Race TLR RS tyres. On UK roads, I’d happily go 30 or 32mm here, as there's little loss in speed but a big gain in comfort and grip, especially on less-than-perfect surfaces.

Finishing kit is BMC’s own, with the ICS Carbon Evo one-piece cockpit designed specifically for the SLR 01. In use, it’s excellent: 400mm width with a comfortable top section, 70mm of reach, 127m of drop and a gentle 8° flare that means your arms are clear of the back section of the bar when in the drops (on some bars you can bang your forearm on the rear section when in the drops, not so much of an issue on short descents but can make itself felt on longer alpine descents and multiple days in the mountains). The seatpost is also proprietary, with a slim aero profile and 10 mm of setback (0 mm and 30 mm versions are available separately).

Though the finishing kit is great, the buying process is somewhat frustrating. There’s currently no option to tailor bar width, stem length or seatpost offset at the point of purchase. Alternatives exist, but only as an additional purchase, which feels oddly inflexible for a £13k flagship race bike, especially since rivals such as Factor, Specialized, and Scott let you do this with their retail networks.

Performance

First impressions are exactly what you’d expect from a bike that weighs 6.57 kg: it feels like it’s been given permission to ignore gravity. Acceleration is very impressive; it’s noticeably quicker up to speed than most of what I’ve ridden recently, which includes the latest-generation superlight Cervelo R5, which, like the BMC, is below the UCI weight limit. When you stamp on the pedals theres an instant response, even compared to other pro-level race bikes. The key is that it manages all of that without any real feeling of flex. It’s stiff, very stiff, which only adds to the sense that every watt is being turned into forward motion.

My local rides are littered with nasty little climbs with gradient percentages that sit well into double digits, and it’s here that lightweight bikes often get found out. Any vague flex in the front end usually shows itself when you’re out of the saddle and hauling on the bars. Not here. Even when I’m really cranking on the hoods, the chassis stays resolutely unmoved. It’s the sort of bike that makes you push harder the steeper it gets, because it feels like nothing is going to waste.

The cockpit worked well for me, too. The tops aren’t overly deep and I liked the gentle flare. Some riders will want a narrower bar than the 400 mm version specced on my 54 cm test bike, but I prefer a bit more space on the tops, especially for prolonged climbs.

Handling is where things get interesting. The numbers don’t scream “knife-edge”. My medium test bike (54 cm) has a stack height of 550 mm, a reach of 386 mm, a wheelbase of 989 mm, and a trail of 63 mm.

But somehow the BMC doesn't feel as the numbers would suggest. Its sure footed at speed, largely due to the higher trail figure, yet still feels very responsive and alert. I can only put that down to the platform's overall stiffness. It responds to rider inputs at lightning speed without being twitchy or scary. It's an impressive and, for a bike nerd like myself, slightly confusing feat, as on paper this bike should be more of a cruiser than other pro level bikes, yet that's not how it feels when you climb on board.

Point it downhill, and the same personality shows up. Light, stiff bikes can be a bit sketchy when the gradient flips, but the SLR 01 was a pleasant surprise. You do need to be switched on, as it reacts instantly to both hands and feet, but if you commit to the corner, it absolutely flies. It’s the kind of handling that I found addictive once I'd gotten used to it. Sadly, there aren't many hairpin sections here in the UK, but I'd love to try the SLR on a proper alpine descent. That combination of surefooted control and quick response would make linking up apex after apex a delight.

Comfort isn’t high on the priority list, but I wouldn’t call it uncomfortable. The frame does a decent job of muting road buzz for something this direct, and it’s about par for the course for a pro race bikes. That said, wider tyres would be my first, and probably only spec change.

Value

Its weight loss compared to previous generations is genuinely impressive, and I found its responsive nature addictive. But there’s no polite way to say this: £12,999 / €12,999 / $13,649 is a lot of money. Not “treat yourself” money, more “have a long chat with your accountant” money.

BMC hasn’t helped itself by landing above several very serious rivals. Scott’s Addict RC Ultimate is close at £12,799 / $14,999 and comes with SRAM Red plus the absurdly light Syncros Capital SL wheelset, and it’s lighter at 6.1 kg. Specialized’s S-Works Tarmac SL8 with SRAM Red comes in cheaper at £11,499 / $13,499 while offering similar aero-minded thinking and low weight. Cannondale's top-of-the-range LAB71 Supersix EVO is also cheaper, in pound sterling at least, at £12,500 / $15,999 , with the same groupset; only Pinarello among the mainstream brands potentially costs more, with prices for the Dogma F starting at £12,600 / $15,750.

At this price, I don't think a few hundred pounds makes a big difference to people's purchasing decisions, but the lack of flexibility in fit options feels like a major drawback. For example, changing the bar could cost another £700 based on the current euro pricing on their website, making an already expensive option significantly more expensive than its rivals.

In euros, the pricing looks a touch more rational; in the UK, it feels inflated by exchange rates and import realities. Either way, the lack of fit and finishing kit options at the point of purchase (bar width, stem length, seatpost offset) feels like a miss on a bike that’s meant to be the flagship. At this level, those details should really be a given.

Verdict

The Teammachine SLR 01 ONE is an impressive engineering achievement. It’s very light, impressively stiff, and, most importantly, it’s engaging to ride; it’s the sort of bike that makes you look for steeper climbs and faster corners just to see what it can do.

Its climbing performance is exceptional and its ride characteristics set it apart from other high race bikes I’ve ridden. The catch is that it’s priced to sit right at the top of the race-bike pyramid, and in that company, competition is fierce. For riders with very deep pockets who want a bike that feels alive on every climb and descent, it delivers in spades, but sadly, its price puts that out of reach for too many.

Tech specs

• Frame: Teammachine SLR 01 Premium Carbon with Aerocore Design
• Size range: 47-61cm, 54cm/medium tested
• Weight: 6.57kg
• Groupset: SRAM Red AXS w/ Quarq power meter
•  Wheels: DT Swiss ARC 1100 DICUT 38mm
•  Tyres: Pirelli P Zero Race TLR RS Tubeless 28mm tested
•  Bar/stem: ICS Carbon Evo One Piece Full Carbon Cockpit, 127mm drop, 70mm reach, 8° flare
•  Seatpost: 01 Premium Carbon Aero Shaped Seatpost, 10mm Offset
•  Saddle: Fizik Argo Vento R1 140m

The benchmark for the best folding bikes remains the Brompton, the iconic British brand which paved the way for all other bikes-in-miniature. There is a reason why the company has lasted so long, and been so popular across the world – it is very good at what it does. Increasingly a status symbol, a Brompton is more than just a bike mocked on sitcoms.

The Electric P Line is the lightest electric Brompton ever, weighing in at about 16kg with the battery clipped on, and can really boost the distance or terrain you are able to cycle.

I probably am not the target market for this bike given I don’t commute too often, and I usually get around my hilly home city of Bristol on a single-speed, but I was intrigued by the prospect. That is where the Electric P Line was tested, though, on the steep inclines of the south-west English city, helping me nip about town.

I did take it on a train, and brought it along with me to the pub, to work and even to get my haircut, low-mileage journeys, but trips which were made quicker and simpler with added power. It is fantastic at what it is, a premium electric folding bike, although it did leave me wondering who this bike was actually for, but more on that in a bit. However, is this Brompton Electric P Line the best electric folding bike money can buy? We spent a fair bit of time on it to find out.

Design details

The Brompton is clearly a design classic, something I’m sure will live on in museums after we are long gone. It looks fantastic, if a bit weird, and it has barely changed from the original model in 1981. Obviously, it looks a bit different with a motor attached to the rear hub, some ungainly power cables and a battery pack on the front, but it is unmistakably a Brompton.

My bike came in ‘Pacific Lacquer’, a lovely bluey-green sheen, which shone in what little sun we had at the end of last year. It certainly stood out, and looked good, although I do think some of the style was lost when I rode it. Whatever its utility and class, you do, in my opinion, look a little silly riding around with a tiny bike beneath you.

There are a lot of different materials involved in the Electric P Line, a carbon fibre fork, an aluminium handlebar stem, a titanium rear triangle, and steel main frame. You can get it in ‘Dune Sand’, 'Amethyst Lacquer’, ‘Cloud Metallic’, ‘Palm Green’, ‘Matt Black’ and ‘Plum Red’. You do get the same black and grey battery bag to go on the front, however, whatever your choice of shade on the frame.

People who have Bromptons always make the folding and unfolding look so easy, but I have to admit I had to watch a YouTube video a couple of times to get my head around the system. Add a couple of pints into the mix, and you might be standing outside a pub trying to unfurl your bike for a few minutes. Remember to put your pedal in before you set off, too.

Specifications

The big thing to talk about with the new Brompton Electric P Line is its new e-Motiq system, which means a 250W motor in the rear hub connected to a new handlebar controller and a 345wh battery at the front of the bike. The electric power being in the rear wheel means it is more of a push than a pull, compared to previous C and P Line Bromptons, which makes for a much smoother experience. That power comes in four modes – three, or full power; two, less power; one, some power; and zero, no power.

That assistance is selected from the control on the right of the handlebar, which is smaller than a Wahoo ELEMNT Bolt and uses a rocker mechanism, not a touch screen, to cycle between modes. It also comes with integrated lighting, which can be selected from the handlebars or the battery bag, which is always useful.

The battery bag itself weighs around 3.5kg, and attaches to the front of the bike with a simple clunk, and houses the battery with a little bit of space for other things.

It has four-speed gearing, along with the four power modes, which means it is able to manage basically any climb you throw at it.

The crank has 54 teeth, and is made of aluminium too, while the rear sprockets range from 11-18 tooth for a really compact groupset. The tyres are special, too, obviously, for such a small bike, being 16" Continental Contact Urbans, with Schwalbe inner tubes. You also get 70mm roller wheels on the back rack, meaning it is fairly easy to wheel around. It comes with mudguards too. One pedal is quick release, meaning it folds up narrower than you would expect.

Performance

If you have never ridden a Brompton, then it will be a little tricky for me to wholly explain what riding one feels like. It’s a tiny bike, with handlebars that feel directly attached to the front wheel, so every movement has an impact on direction. Twitchy would be an understatement, but that is part of the charm, the little bike which feels directly connected to you. Once you have the hang of it, it feels far from unstable, and it’s a very comfortable ride, all told, if you avoid potholes. It’s also fun. Given the small wheels, it’s not as smooth as you might be used to on a full-sized bike, but it’s also not as bad as an electric scooter, for example. You’re sat pretty upright on a Brompton, it should be noted.

The most important thing to know about the Brompton Electric P Line, however, is how it differs from an ordinary one. The power really does help a great deal, pushing you along and up whatever you throw at it. I cycled up St Michael’s Hill on it – 200m at 12.9% – and thanks to the top power mode, barely broke a sweat. When it wants, you can ride along at quite the lick, although it is capped at 25km/h, and it makes everything easier. When you’re not trying to go ultra-fast, the first two power modes help a lot, in combination with the four gears.

However, when you’re anywhere even slightly hilly, you will definitely want at least a bit of power, because the bike with its e-Motiq system is not exactly light. With the power modes on, though, it really feels like a proper e-bike, with the push you get from the top level particularly noticeable. Obviously, the range differs depending on how much assistance you get, but most people are unlikely to be cycling more than 20km on it a day, so if you want to have it on top power all the time, you can.

The bike computer is very intuitive, giving an easy way of cycling between power levels and choosing whether you have your lights on or off. There’s also walk assist and start assist, which helps you push the bike along and set off from a junction, respectively. If you’re starting up a hill, start assist is a great feature, pushing you up to 13km/h from zero. It’s a bit addictive.

Folding it up is a doddle, once you understand it, and the battery just clicks off to allow you to carry the pair at the same time. However, it is quite a weight, and both your hands will now be full, so getting on and off a train, for example, is a bit more of a bother. It folds up so it can be put anywhere, but as I discovered in a tiny pub, it isn’t quite as small as you think it is.

Value

This is not a cheap bike. The new Brompton Electric P Line with the e-Motiq system costs £3,879 in the UK ($5,500 in the US) before any add-ons, but this is a premium bike. The Electric C Line, with the same system, is £800 cheaper, but also 2kg heavier, so there are available options. The Gocycle G4i is a tad more expensive, and probably a little bit heavier too, according to the stats, so the Electric P Line might be the premium option to go for.

There are cheaper options from other brands, like the Estarli E20.7 Comfort, with 20” wheels, but this isn’t necessarily as premium as the P Line. The range is less, it’s a bit heavier, and is not the design classic the Brompton is.

It really should be said that £4,000 is a lot of money for any bike, even if it does have a fantastic motor, is a Brompton, and is a heritage classic. However, if you really want to get the best folding electric bike, then the P Line isn’t too far from that; the T Line is lighter, but is £2,000 more. These bikes are classics for a reason, and would stand up to a lot being thrown at it. It does seem to be good value should you wish for an iconic folding bike with titanium, carbon and aluminium parts, and an excellent motor system.

Verdict

If you want to spend close to £4,000 / $5,500 on an electric folding bike, then I see no reason why you wouldn’t buy this one. It’s great for what it is, it surprises in its power, and makes riding fun and easy. That said, I don’t really know who this is for. If you’re someone who needs or wants an e-bike, the weight of the bike with the battery might be a bit of a hassle, while a classic Brompton would do an excellent job if you were able to ride it around. The original is the perfect commuting bike if you’re the kind of person who gets the train from Basildon into London but hates the tube, or fancies a bike ride. The motor is fantastic and intuitive, but it does mean a heavier machine. It’s up to you if you think it’s worth it.

Tech spec

• RRP: £3,879
• Frame: Brompton P Line steel, carbon fork, titanium rear triangle
• Size: N/A
• Weight: 16kg
• Groupset: Brompton 4-speed drivetrain
• Crankset: 6061 forged new aluminum crank with 54T chainring and integrated chainguard
• Wheels: Double-wall rim, 20 spokes laced to a Brompton front hub
• Tyres: 16" Continental Contact Urban
• Bar/stem: Brompton headset
• Seatpost: Extended, Black (35")
• Saddle: Brompton Superlight

The Cervelo S5's design language, developed by founders Gerard Vroomen and Phil White, remains clearly visible in Cervelo’s latest work, even long after the company joined the Pon Group.

The deep headtube, boxy downtube, huge bottom bracket, and trademark seat tube that follows the tyre—creating a fairing and the 'snapped back' look—are all present.

Recent independent tests show this vintage design is still incredibly effective at cheating the wind. While this thinking has stood the test of time, and it’s hardly actually vintage, what was once a pro peloton standout now looks understated next to bikes like the Factor One. The S5 template, a technical triumph of iterative design, is now ported to the Aspero-5 gravel race bike.

The Aspero-5 is essentially an S5 for the dirt, responding to the industry's new 'gravel race' category: bikes for fast, sub-four-hour events where aero advantages matter.

At the launch event I attended, Cervelo’s engineers were clear: this was a category no one asked for, yet its existence is a commercial response to the market. The original Aspero was an extremely capable, practical, and aero-enough all-road machine. I initially saw no point in this more S5-like iteration, assuming it was a marketing-led design study to sell to gravel-bike-reluctant road bike consumers. I wanted to hate it, believing the need for the category was completely unassured. I was wrong. More on that later.

Design details

The Aspero-5 adds even more S5 influence to a bike that already borrowed heavily from its design language. At first glance, it could be mistaken for a road bike, perhaps a new Soloist. However, a closer look reveals file-tread balloon tyres, fitted purely for their aero performance, to demonstrate the difference a tyre can make. While interesting, these are not truly gravel tyres, but they look awesome and work brilliantly on the road.

My test bike was finished in a stealthy black lacquer with a black decal. It also comes in Royal Mercury (pearl grey) and a flat Blue Nitrate. The handlebar and stem look more road than gravel in fact, with an out-front bar section designed for multiple hand positions. Crucially, the stem integrates neatly but does not fully conceal the cables internally. This is a clear, practical nod to Aspero customers, saving them from costly headset bearing changes and cable wear— and an approach more road and gravel bikes should follow.

Specifications

This bike is loaded with fancy kit, and bolt ons but the groupset spec sheet suggests this bike is a race homologation model, or more likely, given we don't have such a thing in cycling, pitched at the top end. Force, the second from top tier SRAM option, is the entry level here.

The bike is strictly 1x only—a deliberate, clean-looking design choice suited to its race intent. Although you could build your own 2x set up as there is a concealed front mech braze on mount. Gearing is similarly race-focused: 48t with a 10-52 cassette (SRAM Force or Red) or 10-51 (Shimano GRX 825 Di2). They could have selected different gearing here, but this set up is spot on.

The wheelset is the in-house Reserve 40mm depth, ideal for most gravel situations. The top-spec bike uses the benchmark DT Swiss 240 hub—the best choice for easy servicing, superior geometry, and excellent weather sealing. The lower-spec 350 hub on the Force and Shimano options is nearly as good. The wheels felt strong and responsive in operation, and are a really nice build.

Tyre clearance is just 45mm. Next to more recently designed bikes that accommodate mountain bike rubber, this feels restrictive. However, 45mm is ample for the fast gravel conditions where this bike excels. The supplied Vittoria Corsa Pro Control TLR G2.0 700x42c tyres roll like road tyres but are only suitable for dry, champagne gravel or the road; they performed poorly in the wet, resulting in a crash.

Regardless of tyre choice, I should warn against using the Aspero-5 in sticky mud. The kind that plagues anyone, almost all year here in the UK. Whilst there is clearance for width, the tyre hugging design of the seat tube will pick up and retain stones, and will likely get blocked with clay-type mud, very quickly. Bear this in mind if you're used to sliding around single-track and need something a little more open in it's design.

The bike comes in six sizes (48 to 61cm). Framesets are £5,250 / $5,500, and the highest spec is £10,250 / $12.600. This price is steep, but includes a Cervélo out-front mount, rear accessory mount, in-frame storage with a neoprene roll, a bento box-style top tube bag, two Arundel Mandible carbon bottle cages, and a Hammerhead Karoo 3 head unit.

My size 56 test bike has a front end notably higher than an S5, closer to the Soloist in numbers, if you disregard the bigger clearance and longer wheelbase. Compared to the standard Aspero, the head tube angle is slackened from 72 to 71.6 degrees, the seat tube from 73 to 72.6, and the BB drops 5mm to 80mm. The wheelbase is shorter at 1029mm with 422.5mm chainstays. The 395mm reach is 2mm shorter, and the stack height is 5mm lower at 395mm.

Nothing strange about that on paper perhaps. Except this stack height is the same as a Cannondale Super Six Evo, and the trail value (~62.5mm) is in the range of fast road bikes like the BMC Teammachine. This confluence in numbers hints at why this bike is special, and whilst it might not have the clearance for UK quagmires, assigning it to gravel only, and not using this on the road too might be selling it short.

Performance

Let me get a spoiler out of the way right up front. Despite my initial desire to dislike it, I love this bike.

What Pon achieves with its vendors in Taiwan, evident in the Aspero-5, is extraordinary. The S5-like aero shapes should compromise ride quality, yet they don't. I'd argue it rides better than the standard Aspero, a credit to the iterated layup and S5 learnings. Even with 28mm road tyres inflated high, the ride was dreamy compared to other bikes with similar tube proportions, demonstrating meticulous attention to the carbon layup.

This refinement is a key difference when compared to the Factor Aluto and 3T Racemax, two bikes we tested alongside the Aspero-5, whose manufacturing methods (for example, the 3T's is made using a braided carbon process) can limit tuning precision.

The Aspero-5's ride quality competes directly with the Factor, which has much skinnier tubes – a bonkers achievement given the once-presumed-unyielding nature of large aero shapes.

The bike excels everywhere. It’s less an excellent gravel bike and more an excellent all-road bike with extensive gravel capability. I disagree with the commonly held view that the 45mm tyre clearance is a fatal limitation when the performance compromise is this minimal. I don't have a wind tunnel, but my comparative efforts show this frame rewards you with less effort—it feels wickedly fast and is addictive.

Reach feels better than in the Factor, with the front end easier to lift for me, adding to the fun, but that is very fit dependent. The 3T Racemax Italia

The balance across the available numbers gives lovely handling akin to a road bike, anchored by a slightly-longer-than-road geometry out back, it keeps it flying and fun.

This bike strikes a better balance for mixed-surface riding than both the Aluto and the 3T, although there’s not much in it. The 3T has the lowest trail value, but the slightly more upright riding position on that bike made it feel more rowdy, and easier to lift on rough trails, so it is arguably the better bike on really rough stuff. And the Factor beats both, because whilst no roomier really in terms of tyre clearance, it's design means you're much less likely to get stones and mud jammed in the frame. So it’s fair to say the three bikes I tested are very close.

Value

With a frameset costing £5250 / $5,500 it's hard to call it good value, but it's comparable to the Enve Fray and other bikes here on test, and comes with big brand kudos and accessories like the fancy Mandible cages. It also has a significantly considered aero template in the frame, which the other two either don’t have to the same extent in the case of the Factor, or in the case of the 3T, seem to rely on the ‘older’ version of the same concept.

Where it does start to look like very good value is against the S5, being £2,000 cheaper in the UK. This bike flatters your riding, feels both neutral and fun, and unlike the S5, can be taken off-road. You can stick a chocolate bar in the down tube too, so what’s not to like.

Verdict

If you're buying a Cervelo, choose the Aspero-5 over the S5 or Soloist. For minimal off-road work, just fit road tyres. With 32mm or 34mm tyres, you'll be riding in luxury and chasing down S5s. There is no higher-tech, slipperier, or better option in this test; it is my winner.

Cinelli was founded in 1947 by the ex-pro cyclist Cino Cinelli, quickly gained renown for making innovative components, such as stems and saddles, and racing frames for riders such as Fausto Coppi.

The company enjoyed close links with Columbus, the storied Italian steel tubing innovator, which was and remains the dominant force in high-end steel bicycle tubing. In 1978, the Columbo family (owners of Columbus) took over Cinelli, cementing one of cycling’s oldest collaborations.

In 2007, Cinelli and Columbus introduced the XCR stainless steel tubeset and the first XCR frame, going on to achieve cult status in some circles.

XCR tubing is the only cold-drawn, seamless stainless steel tubeset in the world, representing the pinnacle of the technology. Even Reynolds 953, similarly regarded in the marketplace, cannot claim to be truly seamless.

The XCR tubeset is a martensitic stainless alloy, delivering an extremely high strength-to-weight ratio. This allows it to be drawn to incredibly thin wall thicknesses and profiles that provide excellent stiffness-to-weight characteristics. When built into a well-considered road frame, it offers a ride quality few materials can match.

And that is what the Cinelli XCR has always been known for: ride characteristics that deliver the feedback steel is known for, yet are light enough, and drawn to a sufficiently high profile in key areas of the main frame and stays, to deliver contemporary levels of performance in terms of pedalling response.

This new version takes an already high-tech steel tubing material and marries it to 3D-printed components. This opens up a much wider variety of shapes and structures for Cinelli’s engineers, aiding the delivery of the vaulted ride quality the XCR frame has become known for.

At comfortably north of £5k/$7k, it is one of the most expensive steel framesets available. More expensive even than Colnago’s steel road frame, the Steelnovo. If you wanted to spend more, you'd likely need to get a bespoke builder in Europe or the USA onboard, one whose customers covet this material. This XCR tubed frame will set you back more than a Specialized Tarmac SL8.

However, this is not your run-of-the-mill mass-produced road race bike. It’s made by what Cinelli simply identifies as Italian artisans. The trouble is, not every artisan who builds bicycle frames is comfortable working with XCR. It’s incredibly hard, making it tough on tools, almost as much as titanium, and the tubing itself is often far more expensive these days. Furthermore, thin-wall tubing requires careful heat management.

Like many high-performance steels, XCR is designed to be welded into a bicycle context and is made of a material known for precipitation hardening, meaning it takes on its final desirable mechanical properties, hardness, and tensile strength after welding. Distortion and even cracking can occur in thin-wall steel tubing around the heat-affected zones if the fabricator lacks sufficient expertise.

Despite having their own master builders in-house, the Speciale Corsa XCR is outsourced—albeit to a workshop just down the road. Thankfully, Cinelli knows that if you want to make the best stainless steel bicycle frames in the world, you speak to Alberto Barco and his family, who operate out of a workshop in Padua.

The long-term collaboration is an open secret among those in the know, and few are. Of the people who do know, even fewer will ever work with Barco, as they are extremely selective about who they build frames for. The family worked for Scapin for many years before going it alone, maintaining a few key, relatively tight and well-hidden relationships ever since.

Their hallmark is all over the frame, mostly hidden under the paint, of course. The neat welds and high standards of precision they are known for are clearly evident, despite the presence of some well-considered Colnago Steelnovo-esque tube junctions. In fact, at first glance, you are hard-pressed to spot the differences with that bike, which really only show up in the drop-out (UDH compatible), the headtube assembly, where the downtube joins the headtube in a traditional way, and subtle differences like compatibility for a braze-on adapter mounting front mech.

That makes this XCR very interesting indeed. Especially given it replaces a Barco-made, traditionally constructed XCR model, which was already so elegant, and excellent, for its round tube simplicity. The question, then, is: Has the 3D printing and high technology on show here added magic, or just complexity?

Specification

My test bike came in a gleaming cocaine-white paint job, with polished stays. At first glance it looked exceptional. The pewter-style headbadge with the traditional Cinelli logo nods to the original bike, a bike which was finished in a mirror polish and was distinctly metal. This new model could trick many casual observers into thinking it’s more modern, or dare I say it, made of composite, which is of course, very deliberate.

As you start to look more carefully, you can spot exceptional details left over from the old bike, such as ‘Cinelli’ etched into the T47 threaded bottom bracket shell. Paired with contemporary new details, where the bars carry the Columbus logo, the 'dove of peace' (Columbus means peace in Italian) in a subtle contrasting gloss lacquer on the matte, integrated cockpit. The fork has a neatly integrated magnetic cap concealing the flat-mount drop-out hardware, and the axle is captive on one side, signalling performance intent.

The seat pin is also by Columbus, with a subtle layback, disappearing into a sculpted 3D-printed seat tube junction, which is a work of art to look at—though very familiar if you are used to seeing 3D junctions of this type. The shape is already a classic, perhaps, and how many ways are there to create a smoothed seat tube/top tube/seat stay junction anyway? Aesthetically, it is executed 'correctly', for sure.

The seat clamp hardware is an internal wedge type, with adjustment accessible via an Allen bolt concealed underneath. These arrangements are perfectly efficient, look great for being invisible, and tend to work well; some are placed a little close to the neighbouring tube, making you feel like you are running the gauntlet to avoid chipping the paint, but I had no such trouble with this one.

It's not all perfect though. Some of the details feel like a missed opportunity to lean into what made the outgoing bike so wonderful. The Cinelli logo here is a foil sticker. It sits awkwardly and rather obviously, alongside the traditionally polished stays.

The UDH compatible drop out isn’t as clean as the hooded drop-out on the previous version either. It's got more visual bulk in this new version. Nor is it as smooth as the more sculpted drop out on Colnago’s equivalent, Steelnovo.

The bike I had was not fitted with a Campagnolo groupset, which in its latest Super Record incarnation is squarely back on the performance map. With pricing now on a par with, or not far off, Shimano’s Dura-Ace has no business on an Italian steel thoroughbred like this. I'd have loved to live out a full pasta-fantasy on board a Campagnolo 13-speed version, but the Shimano equipment is flawless and operates beautifully.

The braking on the latest version is superb, and shifting is as precise as anything else. I do think Campagnolo does now once again top Dura-Ace for aesthetics, shifting, and braking performance, although there’s just a tickle of fresh grated parmesan in it these days. The saving grace is perhaps the value available on the Shimano equipped bike. It’s a grand cheaper than the Campy spec, at 'just' €12,500.

That brings me to the wheel choice: Mavic Cosmic SL 45 DISC, with a 23mm internal rim width. Just like the Dura-Ace groupset, they are perfectly functional, but the bike’s spec sheet feels like a meeting of the United Nations, not the Opera Seria I would want if I were laying down this much cash for this bike myself.

They are also 1,575g, which, with the big tyres (32mm supplied), lacked the get-up-and-go that one of the best road bike wheelsets can deliver when you’re already paying for that lovely steel ride quality in extra grams in the frame.

Performance

My expectations were high for a frame this posh; it’s built using a material I know well, having delivered hundreds of frames with this tubeset for customers, and ridden more Columbus-tubed bikes than I’ve had spaghetti dinners.

Cinelli’s outgoing XCR model represents one of the finest made 'off the peg' steel frames of all time, thanks mostly to its tubeset and careful construction. I don’t say that lightly. To mess with something that capable, delivered exactly as XCR’s designers intended, and constructed by the finest steel tube fabricator in the world, Barco, is a bold move.

But, under new ownership and coming out of a period of relatively difficult trading across the bicycle industry, Cinelli is keen to push the brand on. The owners want it to mean something fresh and new for performance again in Italian cycling, not just serve as a heritage vehicle known for its artistry. I admire the ambition they’re showing, and if the Steelnovo didn't exist, then this frame would really stand out and be a marker of its design intent.

But Steelnovo and plenty of swoopy-3d junctioned bikes do now exist, at a lower price. And the outgoing version of Cinelli’s own bike wanted for absolutely nothing already. So, I’m sorry to say that while I wanted this frame to be better than the outgoing model, it's just not.

And in a number of areas, mostly related to finishing, it’s not on a par with the jewellery available with a similar product over at Colnago, even if Colnago is asking you to run the gauntlet with steel's nemesis, rust.

To explain the issue, we have to give some context as to how and when XCR had its heyday. This will help frame why the Cinelli XCR might have been due an update. Steel tubing, and XCR in particular, enjoyed a period peaking around the turn of the decade where, alongside carbon which could deliver lighter weight performance, XCR frames offered something more special. They had a ride quality that felt more connected, communicative, and that tracked the road better than most carbon frames—better than almost anything in fact, in my view.

Now when builders using XCR 'out of the box' adopt the commonplace oversize seat stays it results in a rear end that feels a little harder than is really necessary.

These larger-profile seat stays deliver a huge amount of directness in the rear end of these frames, directness which once helped show just how relevant steel still was, but the reality is, that in these larger profiles at the rear of the bike, carbon has now overtaken it in to a large degree, offering better damping and road holding without the harshness that XCR once trumped. Indeed, it’s fair to say, the XCR can feel a little harsh if the tubing selection is a little heavy-handed.

This feeling can be tuned out of frames when tube selection is managed alongside knowledge of the rider’s inputs, weight, and use case, just as it is in a bespoke, custom-built frame context.

But in this case, where the tubeset is predetermined there’s less scope for that. And thanks to the use of 3D-printed tube junctions, where here we have more material in the critical tube junctions, the ride quality in this new model is, of course, now harder.

The net result is that it is lacking some of the communication that XCR was once famous for. And perhaps more annoyingly, it has missed an opportunity to further refine the ride, and bring this wonderful material bang up to date.

In essence, while I'm going on feel alone here and can't see inside these parts, or know much of their internal design, the 3D-printed top tube and seat stay junction is likely the culprit.

There is simply more metal there now, bracing a key frame component responsible for damping. The same can be said of the front end. Not only do you have to cope with a bulked-up head tube, and stiff profiled downtube, but you also have an unconventional steerer in the fork, which reduces the feel usually transmitted forward from the flex in the fork steerer.

Fork steerers contribute a huge amount to front-end feel, and an overly stiff fork steerer (see the Delta steerer in the previous incarnation of the Cannondale SuperSix for a contemporary example) can make the fork feel jarring. It doesn't entirely feel like that here, but it lacks some of the finesse of the old fork run in concert with a 44mm steel headtube.

Where some builders, such as Number 22, or Sturdy Cycles, have optimised their printed tube junctions to reduce material, evident in ever-lower overall frameset weights, these junctions appear to have added material, evidenced by the higher frame weight, which tops the outgoing XCR frameset by several hundred grams.

That matters in a frame made with a tubeset that, thanks to its age — now largely untouched for a decade — was already losing ground to some of the better-riding carbon competitors.

That’s not to say this frame rides poorly—quite the opposite. It still offers a wonderfully communicative and responsive pedalling platform, just like the best XCR frames can.

But on the less-than-perfect road surfaces most of us are forced to ride, the extra material in the frame starts to show up as a hindrance to the ride quality, rather than a benefit. I suspect on an alpine descent this bike still tracks and rides with the magical, confidence-inspiring feedback of the previous model, but it just can’t show up like that on normal roads, and it lacks finesse in the ride quality department as a result.

It’s worth noting that the bike was supplied to me ran some fairly wide tyres, in 30mm+ width, spread well over that wide rim bed. I wouldn't want to go narrower, which may be a moot point given the fitted tyres suit current fashion.

Value

While it’s easy to see why Cinelli has chosen this route with a modern update of an ageing but wonderful product line, there are some own goals here. Set against the Steelnovo from Colnago, which has absolutely nothing to prove and is never likely to be compared to the much softer, older-fashioned ride quality of the Colnago Master, the Colnago is priced around £500 cheaper, and is, in my view, the better buy.

If you want a fancy steel bike no one else has, and you don’t care about any of the other benefits of steel-framed performance bicycles, then both bikes represent a lovely, justifiable, if not whimsical foray into owning something unusual that you will feel special on every time you look at or ride it. Price may not be important to those customers.

But before we depart this line of thought, it's also worth clearing up a small personal bugbear, and that is some bike companys' tendency to market XCR as a higher performance frame than one made with the Spirit tubeset. Mechanically, it is true to say the material is 'higher performance'. Metals are after all sold on their performance, as metals.

In that case, metallurgically speaking, it's fair to say the tubing is higher performance because it doesn't rust, and it's harder. But those factors don't make a jot of difference to what it feels like in a bend, or when you're stamping on the pedals in anger.

In terms of performance, as it applies to a racing bicycle, a very similar ride quality and weight can be achieved with either Spirit or XCR. That makes a bike with the Colnago brand marque on the downtube at £500 less, feel ever more compelling. Or perhaps Condor's XCR frame, made in the same workshop, by Alberto Barco. Or indeed, dare I say it, one of their own Barco branded frames. All are considerably cheaper than this bike.

However, this bike isn't really competing with the Steelnovo, or a Barco, or a Condor at all. People will love Cinelli, or Colnago, and that brand association is more likely to be a deciding factor perhaps. The competition this bike should have been incredibly concerned about in development, is the outgoing model. Cinelli's own XCR.

Whilst the previous model of Cinelli’s XCR screamed artisan but also whispered connoisseur, this one tries to shout it: “Look at my 3D printed junctions,” which, of course, as discussed already, has done little to nothing for the ride quality.

What was once a somewhat eccentric but informed choice for customers who love the Cinelli brand, is now more frivolous and whimsical, for less benefit. And that’s hard to square, particularly when it’s dearer than many of the frames in the WorldTour, and a good many genuinely custom-built XCR steel frames—not least, Barco’s own.

Verdict

This is a brave and sensible step in the right direction for Cinelli. It is clearly serious about moving the brand on, but like we saw with the Aeroscoop, where wind tunnel claims were made on the strength of third party say so (leaving it exposed when independently tested), this bike shoots for the stars but has hit the moon.

The expertise is available to print junctions which would have enhanced the exemplary characteristics of their own hallowed tubes, but instead, they’ve added complexity at the price of one of the reasons why people spend money on a frame like this.

The metal effect stickers on the downtube jar against the hand-finished polish on the chain stays. Why, oh why, didn't they polish the downtube in the same way and let the material peek out from under the paint? People buy bikes like this for the care and the detail, and that's not quite there on this version – like it was in abundance on the outgoing model.

If you’re a Cinelli superfan, of course, this is going to stand out more for you than the Steelnovo or the Condor. Even with the price hike. But if you’re just a lover of XCR tubing then given Cinelli no longer makes the previous version, your best chance for that lovely steel-feel is probably the excellent Nemo-Tig, made in Columbus Spirit.

That’s still pretty firm out back, but it's not trying to be something it's not, and will save you a packet so you can invest in some super-dooper flyweight wheels, which will really bring a frame like that to life. Just in the way Columbus' tubing wizards intended.

Let's be clear. The Cinelli Speciale Corsa XCR is a very cool bike, in a sea of sometimes ordinary offerings. It still has that accolade. It rides nicely, and will make you smile, but it could be so much better. And for the money, it doesn’t make as much sense as it once did.

It might share its name with the original Rave SLR, but the Wilier Rave SLR ID2 is designed for all-out racing on gravel roads, not all-roading adventures like its forebear. As expected of a contemporary gravel machine, aerodynamics is a large part of its modus operandi, but Wilier has made it clear that the Rave SLR ID2 is as much about speed as it is off-road capability – attributes that now go hand in hand.

Modern gravel racing has become increasingly technical, and to succeed against its rivals, Wilier needed to create a bike that was not only fast but also able to temper the demands on both the body and the bike.

The result is impressive to say the least, but with so many manufacturers now moving towards suspension forks or at least offering provision for it, does the Wilier Rave SLR ID2 have what it takes to hold its own in a radically shifting gravel bike genre?

Design details

The Rave SLR ID2 is available in four colourways and two finishes, matte or glossy. The colour naming conventions are pretty complex, but in simple terms, the bike can be optioned in green and cream (matte), and purple and black (glossy). Our test bike came outfitted in the latter, a shade Wilier calls V11 Glitch Black. The visual treatment of the bike, according to Wilier, ‘is inspired by the energy of underground culture and the digital icons of the 1990s’.

It looks spectacular, and the brushed aluminium-look wordmark logos pop nicely against the black frame.

Wilier spent a lot of time shaping and tweaking the frameset you see here – it’s a result of innumerable hours of wind tunnel testing and CFD modelling at Wilier’s Innovation Lab in Rossana, Veneto, Italy. The frame is very much in line with contemporary Italian aero gravel bike design, utilising NACA tube blueprinting and time-trial bike influences to shape it. This is evident in the widened downtube (introduced to hide the water bottles) and the Supersonica time trial bike-like fork profile.

According to Wilier, this results in a 5.3-watt saving at 35km/h compared with the previous Rave SLR model. This may not sound like much, but when ridden in anger, particularly at an average power of 350w over 70km, there’s a saving of over 50 seconds to be had.

The rear end, particularly the seat tube cut-out, has also been significantly updated to now house a 52mm tyre (2.1in) – a must given the gnarlier tracks gravel races now traverse. Matched to 423mm chainstays, the 1,031mm wheelbase is shorter than before but in line with racier gravel bikes such as the Cannondale SuperX and Specialized Crux. The geometry overall feels more road bike-like than gravel bike, but this has become the running theme across the racier end of the spectrum. For context, our size large test bike has a 71-degree head angle and a 73.5-degree seat angle, not quite parallel but close enough to suggest predictable, stable handling. The reach and stack are rated at 391 mm and 570mm, respectively, which are again, very racy.

While there’s a fair amount of mounting points on the bike, including a slew of bottle bosses on the downtube (in the main triangle and underneath), and Bento box points on the top tube, there’s a lack of provision for bags, mudguards, and other storage options. This comes as no surprise, given the bike’s racy intentions, but you’d still expect a couple of bosses on the forks to improve utility if you like to go long.

Specifications

The Rave SLR ID2 is available in a variety of groupset options, including high-end builds from Campagnolo and SRAM. Our bike came fitted with SRAM Force XPLR AXS, complete with a direct-mount rear mech. Sharing much of its architecture with Red XPLR AXS, save for a small weight penalty, there’s not much of a tangible difference between the two groupsets. A 42T chainset, complete with 170mm cranks, drives a 10-46T cassette, providing a good, usable range over a variety of terrain. I’m surprised by the press-fit bottom bracket, given the filthy conditions gravel bikes endure, but during my month-long test term with the Rave SLR ID2, I didn't experience any creaking coming from the area.

There’s a fair bit of in-house kit, too, including the Ritchey/Wilier Barra S2 alloy bar and Filante seatpost. As expected, Wilier has stuck with Miche to keep it rolling – in this instance, a pair of Graff Aero 48 shod in 45mm Schwalbe G-One R Pro TLR tyres. The build is rounded off by a Prologo Dimension AGX saddle and handy rubber chainstay protector.

The total build comes in at 8.45kg (without pedals), which is not particularly heavy for a gravel race bike, but still notably heavier than some of its sub-8kg rivals. The Rave is 1x-only compatible and comes with a UDH rear dropout.

Performance

Speed is the Rave SLR ID2’s secret weapon. It’s seriously fast on the open road, able to devour mile upon mile without much effort – even on chonkier surfaces. The riding position feels a lot like a road bike, and some may enjoy stitching in sections of tarmac on their training rides as a result, but the bike is best suited to dirt roads.

Despite the stiff bottom bracket and head tube, overall frame compliance is top-notch, as is the front-end response and control, which help absorb trail chatter and high-frequency bumps. This, matched to the Miche Graff Aero 48 wheels and 45mm tyres, allows you to bulldoze your way through washboard with very little discomfort and speed loss – the wheels are excellent. Grip is plentiful, and this supplies confidence in spades, allowing you to manoeuvere through downhill singletrack with ease. Of course, the extra agility afforded by the wheelbase can also be credited here.

As an aside, I did run the Rave with 50mm Vittoria Terreno T50 tyres to test whether this had any bearing on trail purchase and ride quality. The difference was significant enough to suggest wider is better on the Rave, as is comfort – all out speed didn’t feel negatively impacted.

Even on paved surfaces, the Rave SLR ID2 manages to hold speed with little to no struggle. Having recently trained and raced on the Cannondale SuperX Lab71, I was amazed by how much more comfortable the bike was at speed and over bumpier terrain. While difficult to quantify, its stability at speed and ability to glide over uneven surfaces add a sense of assurance that is missing from much of the competition.

Of course, the Rave SLR ID2 is notably heavier than some of its rivals at 8.45kg, and you can feel this on the steeper inclines, but it manages to flatten bumps thanks to the 42T, 10-46T gearing, which is ideal for most gravel settings. While a 44- or even 46T would better suit those who live in flat, rolling areas, not once did a spin out on the 42T – in fact, I think it's a goldilocks chainring size for lumpy areas where speed is high on the whole.

Like the SuperX, it’s not compatible with a suspension fork, and given where the gravel segment is going, I think this is a missed opportunity on Wilier’s part, but it’s not a deal-breaker. The ability to run tyres as wide as 2.1in makes up for this in part.

Value

Wilier has done an impressive job with the Rave SLR ID2, delivering a race-honed gravel platform with a wide range of price points and specification levels to meet most riders' needs. Not only is it one seriously fast machine, but it also dismisses climbs and flats in equal measure; it’s got one of the best ride qualities in the segment, thanks to the large-volume 50mm tyres (upgradable to burlier 2.1in rubber if needed) and frame layup.

At £5,699, the Rave SLR ID2 is one of the most affordable premium-level gravel race bikes on the market, upstaging both the £7,250 Cannondale SuperX 1 and £6,999 Specialized Crux Pro in similar spec. Sure, it’s heavier than both of these models, but based on speed and trail comfort, the Rave SLR ID2 leads the charge here.

In terms of all-out aero, it’s also worth looking at the Cervelo Áspero-5. Not only is it £2,551 dearer than the Rave in Force AXS trim, but it also loses out on the max tyre clearance stakes, too, with a rated 45mm of front/rear clearance. It does, however, feature downtube storage and a threaded bottom bracket, and is widely considered the fastest gravel bike on the market, claiming to be 33 watts faster than its nearest rival at 35km/h.

Having raced Gravel Burn in South Africa and other gravel races here in the UK, having the fastest gravel bike on paper means nothing in the real world – trust me, there’s more to lose when it comes to counting grams and using anything less than 50mm gravel tyres. When the going gets rough, the average rider requires a bike that is able to absorb bumps and corrugations or at least partly mitigate vibration-induced speed loss – and the Rave SLR ID2 delivers all of that in spades. It’s excellent.

Tech spec

• Price: £5,699
• Brand: Wilier
• Frame: Rave ID2, carbon monocoque Hus Mod
• Fork: Rave ID2, carbon monocoque Hus Mod
• Weight: 8.45kg (actual, large)
• Sizes: XS, S, M, L, XL, XXL
• Levers: SRAM Force AXS
• Brakes: SRAM Force AXS
• Rear derailleur: SRAM Force XPLR AXS
• Front derailleur: N/A
• Crankset: SRAM Force XPLR Dub Wide, 42T
• Bottom bracket: SRAM Dub Wide press fit
• Cassette: SRAM Force XPLR 10-46T
• Chain: SRAM Force
• Wheels: Miche Graff Aero 48
• Tyres: 45mm Schwalbe G-One R Pro TLR tyres
• Bar/stem: Ritchey/Wilier Barra S2 alloy
• Seatpost: Wilier Filante
• Saddle: Prologo Dimension AGX

Ribble has forged a reputation for producing quality gravel bikes. Since the AL was released in 2021, refinements have been made and now the British marque provides rough-riding steeds for the Ribble Outliers team whose roster includes Sophie Wright and Jenson Young, both big hitters in the international gravel scene.

While the pros ply their trade on the highly race-focussed Ultra-Grit, I was given the opportunity to try the AllGrit Ti X at the National Gravel Championships in Dalby Forest this year, where I rode both the time trial and the 120km race. I’ve also taken the bike out for a 100-mile spin on the road, given it a work-out on the Salisbury Plains and loaded it up with a full complement of cycling luggage. The term jack of all trades is a horrible cliche and would be very easy to use to sign off this intro. Yes, it does perform well across a variety of terrain and disciplines but, in my opinion, it has mastered one…

Frame

Being made from 3Al/2.5V triple-butted titanium tubing it would be criminal to finish the AllGrit frame in anything but polished metal, and Ribble have done just this.

The frame is has bottle cage and luggage bosses galore, which announce the bike’s intentions with a deafening whisper. Yes, as well as being light and compliant the understated AllGrit seamlessly weaves a bikepacking and cycle touring focus into its repertoire. I’ve put these to the test, mounting a seat rack and testing its water bottle capacity with the biggest vessel I could get my hands on, but more of this later. Coupled with a relatively slack headtube angle, a long-ish reach and high stack suggests that long days of adventure riding are front and centre here. But it also comes with a kick…

Specifications

My AllGrit came with a SRAM Rival XPLR AXS groupset, which has been specced for riders who ‘go deep into the wilderness and push hard every mile’. The highlight comes in the shape of 13-speed electronic shifting with a decent range on the cassette – 10-46T – which in the land of (good) gravel should be ample for most riders. A bombproof, fairing protected, rear derailleur brings up the rear daring anything that thinks it’s hard enough to come and have a go. It also includes an inconspicuous spindle-based power meter adding wattage readings to your head unit.

DT Swiss provides an alloy wheelset in the shape of its G1800 Spline hoops. They are shod with the very capable Schwalbe G-One-R performance tyres which, at 45mm, is the maximum clearance width offered by the AllGrit’s seatstays.

The full build comes in at 9.8kg, which combined with a very reasonable level of rigidity, makes it a simple to flick round lanes and fireroads as well as some of the more involved ‘gravel’ parcours we have in the UK.

A rigid carbon fork keeps the build stiff but if you’re planning on more adventurous rides, a Rockshox Rudy Ultimate with 30mm of travel can be specced at the point of sale. I’d personally advise against this however as it will ultimately detract from what the bike really does well…

Performance

As mentioned this bike has been tested over a variety of terrain. My first outing on it was a baptism of fire – an 8.6 mile time trial at the British National Gravel Champs. It was a largely flat course but a series of 90-degree bends made it hard to put down sustained power, and bike handling still remains something that eludes me so it was hard to get a gauge of the bike’s performance.

Fast-forward 24 hours and onto the race proper and I found myself buzzing over champagne gravel with a peloton of my peers. Titanium offers that wonderful blend of rigidity and compliance and while the ground was flat the AllGrit offered up an armchair ride – skimming seamlessly over the loose stones. A 74-degree seat tube angle assisted in sustaining seated power on the course’s myriad ascents while slightly elongated chainstays assisted with fast and technical descents.

So that’s one type of parcours ticked off the list, now let’s look at the surface where this bike shines the brightest. Dalby Forest is something of an outlier in the UK, as it comprises actual real-life gravel. Indeed it’s a true scarcity on these shores. Significantly more common however, is the 'Great British Lane' - simply a road that has been beaten within inches of its existence by tractors, rain and a total indifference from local government to breathe further life into them. Most of my riding, through all four seasons, takes place on these lanes. Carbon is not the best manufacturing material here – if you catch a road divot unawares expect to spend six weeks in traction. Rides become an exercise in avoiding potholes and poor surfaces rather than trying to elicit any kind of training stimulus.

Enter the AllGrit. This bike is custom-designed for speedy rides on rubbish roads. Its point and shoot prerogative makes outings less fumble and more rumble. Yes, this thing barrels over imperfections and makes an utter mockery of them in the process. I’ve completed a number of endurance rides on the AllGrit, all of them road based, and, although a slicker tyre would doubtless add a few mph to the average speed, I’ve felt nothing but comfort and complacence while ticking off 100 milers. I wouldn’t assign it winter-only duties either. For endurance-focussed outings I think I’ve found the perfect bike. Add this to its capacity to accept a seatpack and bar bags so easily and you have what could be (whisper it) the perfect all-road touring machine.

Value

Because it comes with a dazzling spec sheet, the AllGrit Ti-X gets a pretty dazzling price tag. At four grand, though, you get a lot of bike for your buck, and a bike that can do a lot. I’ve ridden dozens of gravel bikes over the last five years and each has their own character. The titanium frame is the AllGrit’s most endearing personality trait but the SRAM groupset gives it that extra shine. The bike’s capacity to be able to swallow luggage shouldn’t be overlooked either. It was a cinch to add a saddle rack using the seatstay bosses and the frame easily took water bottles of up to 880ml.

It’s hard to compare directly to anything else I’ve ridden, but the Santa Cruz Stigmata I tested back in 2023 was incredibly capable on the road and – complete with a full carbon frame and SRAM Rival groupset – retailed at a grand more than the AllGrit. It’s not quite a case of comparing apples with apples but both the Ribble and the Stigmata have a road bias with the former a lot more versatile. In short, I believe the AllGrit represents excellent value for money.

Verdict

I’ve thoroughly enjoyed my tenure with this bike, from balmy September through to the darkest mid Winter, it’s been a boon companion on a variety of riding surfaces. However, it shines brightest on the Great British lane.

Specs

• Frame: 3Al/2.5V triple-butted titanium
• Size tested: M/L
• Weight: 9.8kg
• Groupset: SRAM Rival AXS
• Crankset: Rival XPLR AXS E1 PM DUB Wide
• Wheels: DT Swiss
• Tyres: Schwalbe G-One R Performance 45mm
• Brakes: SRAM Rival hydraulic
• Bar/stem: Carbon Gravel Riser Bar Black 38cm - 47cm
• Seatpost: Carbon D-Shape Inline Seatpost
• Saddle: Selle Italia Model X Light FeC

Factor is unashamedly premium in its intentions, with the prices to match. The Ostro Vam with Shimano Dura-Ace comes in at just £500 less than a Specialized Tarmac SL8 in a similar spec. £11,000 for one of the best road bikes is verging on ridiculous. Drop down a tier to Ultegra, and you’re still parting with £8,995 for a second-tier groupset on the flagship frame.

In the midst of a cost-of-living crisis, only having bikes at that level in your inventory can’t be that much fun - and so Factor has produced the Monza.

The launch literature spoke to the needs of the ‘everyday’ racer. I’m not sure if that means every day, as in racing the bike every day, or every day, like a toaster or a serviceable car. But, at £3,000 less than the Ostro VAM, the Monza certainly looks like a serious effort to bring more people to the brand.

Quite how ‘everyday’ a £6,399 bike is for most people is unclear. But if you, like me, covet well made, high performance bikes and like the idea of riding the best kit out there, it’s not a crazy proposition to put a cut-price Factor ahead of lesser brands.

But is it more than that? And is Factor on to something with the Monza? I tested it over a very active period of riding this summer to find out.

Design details

The Factor Monza is intended as a stripped-back, more practical version of the Ostro VAM. The company has had to make some compromises along the way, of course, but it seems to have considered them all from the perspective of the use case in the project brief, the everyday racer, so some won’t come as a surprise.

The handling geometry remains exactly the same as the Ostro VAM. There is no extra chainstay to give a bit more stability and no extra trail with that extra tyre clearance (now 34mm).

This is important. The Ostro VAM is every bit the Tour De France race bike template, sharing a short wheelbase, short front centre, low trail value, and steep angles with many other competitive bikes in the pro-peloton. All those handling characteristiccs are transplanted directly into Monza, unchanged.

The fit geometry is adjusted in what it calls a move towards ‘democratisation’. In reality, that means a 9mm extra stack over the Ostro VAM, rising at the front end to 574mm, and shortening the reach by just 3mm. If the previous fit wasn’t democratic, it’s not a lurch to the centre ground, but it will be welcome for many. At the very least, it means fewer spacers, but you wouldn't put it in the best endurance road bikes category, so that shouldn’t put anyone off.

To achieve the magic numbers on the spreadsheets, the layup includes some lower modulus fibres, which increase the frame weight over the Ostro Vam. However, Factor claims they've retained the ride quality and response that the Ostro Vam is known for. It’s a fair bit heavier, 1,100g, but they’re assuming the ‘everyday racer’ doesn’t care if it comes with some extra robustness. Handy if you’re prone to crashing and need to ride home.

Some of the extra grams have not just gone on bloat and armour. Some have been spent on added practicality. It’s not all one-way traffic in the features sense, though, as the Monza gets some extra goodies, a round steerer, larger top bearings for added serviceability, and a neat hatch to stow race day goodies, like a tube, a gel, or some spares. A UDH hanger, too. Sounds good.

Enough of the intentions, let’s see what all the fuss is about, and get into the actual review.

Performance

On a smooth piece of tarmac we usually have an excellent idea of what we’re getting into with this geometry. Even the harsh ones work well on such a road surface.

A sub 1m wheelbase, 405mm chainstay, and steep seat- and head tube angles, ported over from the Ostro Vam, is clearly going to ride well. It’s ‘insert-favourite-race-bike-handling-here' territory.

I can also reach for the usual descriptors to tell you how that feels under power and in the corners; the Monza feels stiff, light, eager, quick to change direction, and planted, just like a proper race bike should. It’s fast, straight out of the gate.

The slightly more upright position is barely noticeable, but welcome, and I defy anyone to notice the reduction in reach, but it’s reassuring to know it’s there.

What’s surprising is I don’t feel like I’m hauling a load of extra mass around. This is partly due to the numbers directing the handling, of course. They give the bike a lithe, high-frequency, racey feeling.

When the road got rougher, I was delighted to discover that the bike wasn't darting around like a startled rat. It’s got plenty of composure, and while the ride is firm, it’s well balanced from front to back, with no noticeable jarring.

The ride quality is plenty good enough for a bike of this type in terms of out-and-out comfort. With much of the design focus going into hitting numbers on a spreadsheet you’d think the ride quality might suffer, but it hasn’t. Hats off to Factor in that department.

Is the harshness hiding in a big tyre? Well, no, not really. Okay, I’m running 60psi front and back in what are excellent Continental GP 5000s, but they’re 28mm, and I’m hitting every pothole between here and Sheringham, along the Norfolk Coast road.

When you really want to press on, the bike's immediate responsiveness makes you want to chase everything down, while handling is intoxicating. I found myself pushing hard in bends I might otherwise have cruised around. The boxy frame and deep section wheels respond with those race bike noises that add to the theatre.

As much as there’s a bit of lovestruck hyperbole in that statement, it's just what the best race bikes do. To deny that heady concoction would miss the point of these exotic toys.

Over a period of eight weeks I reached for the Monza more than any other bike currently at my disposal. And I had some pretty exotic stuff lying around. Why was this? It wasn’t just down to the handling.

Specifications

To understand the appeal, I’ll have to dig into the spec and features a little more, and of course, the aesthetics.

Firstly the spec is pleasingly sensible, and all good stuff. The handlebar, the Black Inc HB04 carbon, is nicely shaped and stiff enough without feeling harsh. Great in the drops and with no crazy flares , just sensible dimensions as befits this kind of bike.

I really like the fact that it’s in a contrast black. That clearly makes it a little easier to throw together and might be a cost-saving device, but it looks really smart. The interface between the fork and the headtube is sensible too, apparently saving money on moulds while creating a really purposeful-looking front end for this bike. No fuss, but fast looking.

The groupset features what I believe is the best-looking crankset on the market - the new SRAM Force D2 setup, with its narrowing crank design and those lovely-looking chain rings. I don’t care that you can’t buy this bike with SRAM Red AXS, because Force works just the same. And compared to Shimano Ultegra it really is the better-looking option now. Excellent brakes are now a given in SRAM setups, and the lever feel is next level.

The wheels are Black Incs, with a 45mm depth. These aren’t anything to write home about, but in testing, they’re solid, reliable, and responsive, and didn’t deviate or degrade in any way. The presence of a steel spoke is a plus in my book, and you can keep your carbon alternatives.

I swapped the saddle out so I won’t comment on Factor’s standard saddle choice. However, if you do go and buy one of these from a Factor dealer, and especially Vires Velo in Norfolk, where I picked this bike up from, they’ll put you on their ID-Match fit jig and find you one that fits you.

Such is the personal nature of saddle choice. And more power to Factor for supporting dealers in making the necessary changes to ensure your expensive bike fits your physiology. More of that, please, big brand bike companies.

Value

At three grand less than an Ostro VAM, I’d struggle to recommend the Ostro VAM, or even a Specialized Tarmac for that matter.

While I don’t need a space in the downtube for a Snickers bar on my race bike, once you’ve got one, it’s a nice feature for sure. Hell, Factor reckon your bike is slower with a saddle pack on it anyway, so why argue? But in all seriousness, the added practicality really enhances and does not detract from the Monza.

The SRAM Force components are sensible cost-wise, compared to SRAM Red, and so what if it’s a few grams heavier? A Black Inc wheelset and matching bits probably feel or seem a bit more premium than most lower to mid-priced aftermarket options, too. Certainly, it looks a little more murdered-out or fancier than some big brands, so I’d have to say Factor is pretty compelling in the rolling stock and finishing kit stakes, too.

Where value can’t be suggested or assured is in this bike’s intentions. It’s for the few, not the many, even at just shy of seven grand, I’m losing patience with hearing about value at all at this price point, and I’m sure the public is sick to death of it too.

If, however, you’re lucky enough to have seven grand burning a hole in your pocket for yet another bike, or even one bike that will be, as Factor intended, suitable for racing on the weekend, training in the week, and riding home from it all, or dare I say commuting, too, this certainly is a compelling option.

In fact, I’m not sure which bike would be better at it or look better for this money.

Verdict

The Factor Monzo is a cracker of a race bike that can just about squeeze enough tyre to take on some other fun rides, too, or even a commute, with clever storage and a thoughtful spec that does away with a lot of stuff we don’t need as ‘everyday’ racers, and adds plenty of things we never even thought of.

You might get a bit lighter bike for an extra three grand, but you won’t get it much slipperier, and I’d argue it certainly won’t be better looking. You could spend that spare three grand on another hobby altogether, and be just as quick around Hillingdon on a Wednesday.

Tech spec: Factor Monzo

• Frame: Toray®, Nippon Graphite® Pan-Based Fiber
• Weight: 0.00kg
• Groupset: SRAM Force AXS
• Wheels: Black Inc FORTY FIVE
• Tyres: Continental GP 5000
• Bar/stem: Black Inc Integrated Barstem 
• Seatpost: 0 and 25mm setback available
• Saddle: Selle Italia SLR, 7x9 carbon rails

Geometry table

“Haul ass, not cargo”. That's what Cervelo said when it first launched the Aspero back in 2019. Back then, it was in a category of its own in the burgeoning gravel scene, being the only aero race bike while the rest had taken the 'one-bike-for-everything' approach. It had no luggage mounts, sharp geometry and aero tube profiles and applied all of the Canadian brands' know-how on how to make a bike as fast as possible.

Fast forward to 2025, and there's been a general split in gravel between adventure-style bikes and out-and-out race bikes, such as Cervelo's even more extreme Aspero-5 and similar super-focused race bikes like the Pinarello Dogma GR, Bianchi Impulso, and 3T Racemax WPNT.

With the ever-changing market seemingly offering more extreme and fast machines, is there still a place for the Aspero, and how does it compare to the best gravel race bikes?

I spent the past few months on my rocky, fast and sometimes technical Peak District trails, as well as taking a crack at the Gralloch and Graean Cymru to see if it still ‘hauled ass’.

Design details

The Aspero's silhouette is very similar to the original, with subtle tweaks and lay-up differences rather than significant changes. I guess if it's not broke, don't fix it. Unlike the latest Aspero-5, it has a standard bar and stem, internal frame cable routing and more clearance, taking up to a 47mm tyre.

My test bike came in at 8.8kg, with the frame alone weighing a claimed 1,100 grams (size 56), which is plenty light for an off-road model. Style-wise, it looks very similar to other models in the Cervelo range, with aero tube profiles and nicely rounded edges that give it a classy, subtle look.

The fork has an adjustable dropout, which I feel is a little redundant now. It was initially designed to let you swap between 650b and 700c wheels and maintain the trail and, therefore, the handling characteristics when you swapped sizes. It's a clever idea, but seeing as few people use 650b anymore, it's not something I see getting much use. The fork offset switches between 46mm and 51mm on sizes 54 and up; on the 51, it’s between 49 and 54mm; on the 48, it’s between 52 and 57mm, to ensure there's no toe-overlap and handling is consistent across sizes.

The downtube is stout but not overtly oversized and has a neat rubber protector just above the bottom bracket to give you some protection from front wheel rock strikes. Unlike the original, it no longer has BBright press-fit bearings; instead, it goes for the more reliable and easier-to-live-with T47; it's still offset like the original to allow for better chainset alignment and stiffer chainstays.

The chainstays also have neat rubber protectors, and flow smoothly into the seatstays. It has a UDH derailleur hanger, which is not only stiffer and much easier to replace if you damage one, it also opens up the possibility of upgrading to MTB-style mechs should you want a much wider range of gears.

The seat stays are nice and low to add some flex and comfort at the back end by exposing more of the upper section of the seat tube, which follows the curve of the rear wheel, as on other Cervelo aero bikes. It wraps around, covering the width of the tyre, but still has a reasonable amount of clearance.

Specifications

I had the 'entry level' in the UK SRAM Rival AXS build to test, which comes in at £4,400/$5800, though for an extra £600 you get the Reserve 40/44TA GR carbon wheels, which I think, given its speedy intentions, is a worthwhile upgrade for anyone looking to pin a number on.

With a 40t chairing paired to an 11-44 12-speed cassette, it has plenty of range for racing, though you might want to size down the front if you tend to ride lots of steep off-road climbs or fancy some bikepacking. Unfortunately, it uses the cheaper SRAM APEX D1 cassette with a Shimano HG spline, which, though handy if you already have wheels, means it's a heavy cassette and misses out on the 10-tooth sprocket option found on XDR freehub builds, which would give a wider range.

It comes with a standard bar and stem, with cables routed underneath the bar, clipping in under the stem and going down into the frame at the headset. It's a neat setup and makes changing stem lengths to dial in your fit easier than a fully integrated version. The bars are the excellent carbon AB09 bar with a comfortable flat top section and a 16-degree flair, though I'd prefer something narrower than the 40cm specced (measured from lever hoods).

Wheels are from Reserve, and are the 30GR AL. With 30mm-deep rims and a 27mm internal width, they are billed as a no-fuss, bombproof wheelset. They weigh 1,645g, which is ok rather than exceptional, but they do come with Reserves' lifetime warranty for some peace of mind.

Tyre size has increased from previous versions, with a 45mm-wide WTB Vulpine TCS fitted front and rear. A special mention needs to be made for the tubeless valves, too. Whilst not normally the most exciting of components, the Filimore versions specced here allow a much higher volume of air to pass through during inflation, making tricky tubeless set-ups a breeze. It's a design Ive used many times on MTB, so I was pleased to see them used here.

The seatpost is a carbon inline affair, topped by the Prologo Nago R4 PAS with steel rails. It was a comfy set-up for me, with the shorter-nosed saddle fitting much better than the older, more angular versions, though of course, saddle preference is personal.

In keeping with its racy intentions, the Aspero's geometry is closer to that of a road bike, with numbers similar to the brand's Caledonia model but with a longer top tube designed to pair with a shorter stem, a common setup inherited from the MTB world. It gives you more room to move around, shifting your weight as needed when in and out of the saddle. In the 56cm version I had on test, its stack was 580mm and the reach 397mm, which is 7mm lower but 13mm longer than the Pinarello Dogma GR I rode in a 54.5cm, and 2mm lower and 9mm shorter than the equivalent Dark Matter from Argon 18.

The seat angle of 73 degrees and a relatively steep head angle of 72 degrees are also similar to what you'd find on an all-road or endurance road bike. Its wheel base is a touch shorter than you'd typically expect on more relaxed gravel bike at 1,027mm, too. All put together, it's clear this is a gravel bike designed to feel quick and familiar to seasoned road riders.

Performance

Compared to other aero gravel bikes, the Aspero looks much less aggressive; in fact, it seems much more like its endurance road sibling, the Caledonia. I'm a big fan of its clean lines and unfussy graphics, though, and I loved the Marigold yellow colour.

Set up was nice and easy, thanks to the regular bar, stem and seatpost. Dialling in my position was straightforward, too. The original version was pitched as like being an R3 for off-road, and as the R3 disc was one of my favourite bikes of all time, it was no surprise to me that I got on with it straightaway. One possible issue for the more flexible of you out there is that the tall 30mm headset cap limits how low you can get the bars. This wasn't an issue for me, but one to bear in mind for racing snakes who need or prefer a lower position.

For those who have ridden Cervelo road bikes, the ride experience here will feel very familiar; it feels much more like a road bike than other, more adventure-based bikes. Whether that's a good thing largely depends on which end of the gravel spectrum you ride, but for fast, smoother gravel, it's a quick, surprisingly comfortable machine with sharp handling.

By sharp handling, I don't mean it's twitchy, more that it reacts very well to fast inputs and changes of direction. I used it to race the Gralloch and Graen Cymru in north Wales, and despite not having the legs or lungs to trouble the front of the field I never felt the bike was holding me back in anyway. In fact I think its 'road like' handling was a bonus when riding in close quarters with others, enabling me to make quick line changes to avoid the many rocks and holes along the route better than a slower slacker angled bike would have.

It's stable at speed on smoother terrain, though it can get a bit loose and wild on rockier trails, but no more than other racy gravel bikes I've ridden. The tyres spec'd are perfectly good for a wide variety of terrain, though I'd prefer something with a squarer edge on the front for off-camber sections and flat, muddy corners. Of course, tyres are very area- and weather-dependent, so it's not really fair to criticise too much here.

The thing that surprised me most was how comfortable it was considering its speedy intentions. It's not a 'floaty magic carpet ride' as you'd get from a high-end titanium or steel frame, but it's not nearly as harsh or spiky as you might expect. Part of that's due to an upgrade from 40mm to 45mm tyres, as well as the carbon bars that will reduce some trail buzz in your hands, and its updated lay-up tech, too. All this combined gives it a very composed and smooth ride.

Having said that, switching to a carbon wheel on the Aspero makes a big difference. The 30 GR AL are a good, solid wheelset, and if you're the sort of rider who breaks wheels regularly, the lifetime warranty will be music to your ears. But they are a little weighty and don't show off the bike's true potential. If the budget allows, then I'd suggest going for the model above at £5,000 to get the full high-speed experience.

Value

At £4,400, I think it's good value for a gravel race bike. Though of course not cheap, it does compare well to its rivals. Most aero gravel bikes sit at the premium end of the market, and often come with more compromises than I'd like for riding off road, like narrow tyre clearances and awkward proprietary cockpits. This bike isn't encumbered in that those ways at all.

In terms of competitors, it sits in an area of the market with few true rivals, as most aero race bikes are at the higher end of the cost spectrum, but there are a few notable bikes in the same space. The first that comes to mind is the 3T Primo 2 WPNT, which has similar aero design features and retails at £4,173 in a SRAM Rival build with alloy wheels. However, it trumps the Cervelo despite being just under £300 cheaper and still coming built with the latest SRAM XPLR 13 speed version, which has a wider gear range and the latest T-type rear mech fitting system, a discernible benefit over the standard 12 speed version.

Another gravel bike with aerodynamic features is the Wilier Rave, and there is a GRX 1X version that retails at £3,799. Though significantly cheaper and potentially more capable off-road, as it has space for up to 52mm-wide rubber, it foregoes the electronic shifting of the SRAM Rival groupset found on the Cervelo and has a slightly lower-spec alloy wheelset.

Overall, the Aspero sits in a unique spot in terms of price and design, offering a fast ride at a lower cost than many race bikes released this year, but it is still versatile enough for a broad scope of gravel riding. It's a bike I'd happily recommend to anyone looking for a speedy off-road option that would feel familiar to road riders.

Verdict

When it arrived, I was curious to see how the Aspero had changed since the first version was launched, as gravel riders' demands and expectations have moved on a lot since then. I needn't have worried. Its subtle changes and tweaks mean it's still a relevant, fast and surprisingly smooth bike. There are better options for chunkier terrain and bikepacking, but if going fast is what you're after, this bike should be on your list of choices.

The Giant Seek is the Taiwanese company’s attempt to support younger riders into road riding. The company designed the bike, to in it’s words “transform the road riding experience for kids and give them the same feeling of speed, efficiency and control that adult road riders enjoy” and on paper, it certainly goes a long way further than almost anything else that’s come before it.

The frame uses slimmed down tubing in a specially considered frame design, paired with a composite fork, and a proprietary seat post designed to deliver good ride quality, for riders whose inputs are smaller. The thoughtful design continues into a specially designed cockpit, with controls designed for smaller hands; not unusual on a well thought out kids bike, but not many bikes come with grown-ups hydraulic brakes and electronic shifters too.

To find out if the bike could live up to its promise, my eight-year-old daughter was the perfect height to put the bike to the test. So how did she get on, and is the Seek the best kids' bike out there?

Design details

The Seek is pitched primarily as a road bike; in fact, you'd be hard pressed to tell it has any off-road capabilities at all by looking at their website, but it does, in fact, have plenty of clearance for wider tyres (up to 37mm) and even ships with a set of gravel tyres in a 35mm width, adding a heap of versatility.

The bike we’re testing is the Seek 1, the more expensive of the two bikes available. The top of the range model weighs a paltry 7.44 kg (without pedals and gravel tyres fitted), which is pretty light for a bike of this type. Vitally though, despite the low weight, it doesn't feel fragile.

The frame comes in one size and is designed to fit riders 130 to 150cm tall. Stack and reach are 476.5mm and 325.5mm, respectively, with saddle height from 420mm from the centre of the bb to the top of the saddle at its lowest, up to 600mm at its maximum. My daughter is 135cm tall, which means it should fit for at least the next couple of growth spurts.

Giant is one of the largest producers of alloy frames in the world, so it's no surprise to see that this one is packed with neat features and engineering know-how. Made using what it calls Aluxx tubing, a brand name for their aluminium alloy range, the tubes are hydroformed, meaning it looks every inch the high-end frameset. What sets it apart is that it is that the tube profiles are not ‘big bike’ tubes, cut shorter. They are made in specific profiles for this bike, to suit the needs of smaller riders.

The frame itself has a stout head tube and a heavily sculpted downtube, for strength and pedalling response, paired with a very slim top tube and seat stays, which presumably delivers some compliance. The seat tube is a ‘D-Fuse’ seat post shape common to Giant’s adult bikes, but even that is made in a smaller diameter to give some flex in the seatpost, with a smaller, lighter rider on board.

The frame is finished in a brushed alloy finish, paired with a smart gloss black carbon fork, which gives it a very classy, timeless look. As this bike is for kids, and colour can be all important, I'd be tempted to brighten it up with some coloured bar tape. Colour aside, it's a great-looking bike, with premium looks befitting its premium price tag.

It's worth noting if colour is all important, that the Liv women's bike division at Giant does also offer a Seek range. The frame is black, with a pink fork, but otherwise the spec is the same.

For the purposes of the review, my daughter didn't mind riding the Giant version. The specification and frame is exactly the same, regardless of which brand you might prefer.

Specifications

The Seek range, whether Liv or Giant branded, has been designed to suit smaller riders from the off, so every component has been designed through that lens. It’s therefore not a surprise to see narrow bars, and shorter cranks. What is surprising, and stands as one of the real highlights of this product is the TRP Vistar drivetrain. TRP will be familiar to people who have used Tektro products before, as TRP stands for Tektro Racing Products. Finding electronic gears on a childs bike, is really something special.

They aren’t just the grown-up versions however. Rather these are especially designed with kids' hands in mind, with a reach that’s 35% shorter from the drops and 30% shorter from the hoods. The outer hood diameter is 20% smaller overall, and the lever’s flared shape further improves ergonomics for small hands. The lever itself is also adjustable for reach using a 2.5mm allen key.

In use, the shifter controls feel similar to those on a Shimano Di2 road shifting system, with two paddles located behind the brake lever. They are easy and intuitive to use.

Braking is handled via hydraulic discs, with 140mm rotors front and back. 140mm rotors are enough for a full size bike, so it’s good to see that they’ve gone for the smaller of the available ‘adult’ options here. Larger would be too much, but these strike a good balance between feel and control in use.

The bike runs a 1x set up, so doesn’t use a front mech, just the Vistar electronic rear mech out back, which is operated by the shifters, wirelessly. It uses a 30t chainring paired with a 12-speed 11-36 cassette. The cassette is from Shimano’s 105 range, so should be easy to replace come servicing time, as well as running a Shimano compatible 12-speed chain.

The chosen gearing makes sense, and gives a wide range, with smooth progression through the ratios and smooth jumps between gears. The Prowheel DMA cranks are also size-specific, with 130mm arms, perfect for smaller folk, and a seat tube-mounted chain guide is present to keep the chain in place over rough terrain and in the event of a mistimed back pedal.

The finishing kit, like the rest of the bike, has ergonomics designed for smaller riders. The alloy handlebars are just 320mm wide and flare to 340mm for added control in the drops, they also have a relative short reach of 62mm, and a shallow drop of 100mm. The stem is 60mm in length.

A version of the brand’s Grit saddle is made for this bike and mounts to the aforementioned D-Fuse seatpost. The finishing kit is all alloy and finished to the same high level you find on Giant's adult road and gravel ranges.

The 650 B wheels on the Seek 1 are from Giant's own SLR range and feature carbon rims with an internal width of 21mm and a depth of 40mm. They look like a miniature version of high-end race wheels, with 18 spokes front and back, svelte hubs and 12mm thru axles. The supplied road tyres are the Gavia Course 0, in a 28mm width, and the gravel tyre is the Giant Crosscut Grip 1, in a 35mm width; both are tubeless. If your child is racing cyclo-cross you’ll need to source a suitable pair of 33mm or narrower tyres if racing at a national level, though for more local events, I'm sure the supplied gravel tyres would be passable.

One other thing to bear in mind for UK readers looking to race is that, at the time of writing, under British Cycling regulations, anyone racing under the age of 14 can't use the supplied wheels, as the maximum height or wheel depth allowed is 35mm.

The gearing supplied should fare better with the scrutineers however, as the gearing falls below the rollout figure of 6.34 metres quoted in the rules. It’s perhaps worth double-checking with your relevant governing body before buying the bike, and always check before you head off to a race, as local regulations can change.

Performance

My daughter's first reaction to this bike was one of pure excitement; she sees both my wife and I on drop-bar bikes all the time, and after watching the Tour de France Femmes and meeting Olympic track rider Maggie Coles-Lyster this summer, she was keen to get out on ‘a proper road bike’ as soon as possible.

As a family, we ride all the time and she's been on various Islabikes up to her current 24” wheeled one, so the Seek was a great next step - not too much of a jump, and a nice alternative to what she normally rides. She's also a very competent rider, riding mountain bikes comfortably on blue trails, pump tracks and singletrack in and around Sheffield.

Setting the bike up for her was straightforward, though I opted not to use the plastic pedals that came with the bike. They are a cheap, one-sided plastic pedal designed for toe clips, the sort of thing you'd see with budget adult road bikes 10-15 years ago.

They seemed very out of place on an otherwise sorted spec, and I can only assume they’re provided so that there is some kind of pedal with the bike. I opted to fit her regular flat pedals.

The contact points use a standard bar and stem and an externally clamped seatpost, so set-up and getting her comfortable was very straightforward.

The bike ships with road tyres, which we swapped out for the gravel options after one ride, purely because she doesn't enjoy riding on the roads yet. The sad truth is that the roads local to me just didn't feel safe enough for an 8-year-old. Close passes are all too common, and the last thing I wanted to do was to scare her away from the simple pleasure of riding a bike.

If your child is keen to race, then there are plenty of British Cycling road race circuits around the UK where they can learn the required skills in complete safety from a young age. My daughter has yet to show interest in wanting to take part in the competitive side of bike riding, despite a keen interest in watching it. So for us, fitting gravel tyres was an obvious choice, as it opened up lots more safe and inviting riding options. Hats off to Giant for including a pair with the bike.

The tyres themselves, Giant's own Crosscut Grips, offered plenty of traction in wet and muddy conditions in the 35mm width and didn't appear to slow her down much on smoother sections, either. Though narrow compared to common adult gravel options, you can still run them pretty soft without any pinch flats or burping. We generally ran them at 22-25 psi through testing and had no punctures or issues at all.

She was a little hesitant at first, and once underway, described the bike as not being as easy to control as her current bike with flat bars. Watching her first ride, I'd say it was the move to a road-style bike that she was getting used to, with narrow road bars, narrower tyres, and quicker handling to adjust to. After a short time on the bike she adapted and was soon flying along very confidently. She was happily chatting as we cruised along, a sure sign she was comfortable and was enjoying the ride.

We live in a very hilly area of the UK and often head out into the Peak District together for rides, here she found the range of gears perfectly adequate, with no need to get off and walk at any time. The bike climbs well too, and looks very stable when she transitions from seated to standing on climbs. Cornering was also suitably controlled, without any visible wobbles, or complaints about wayward handling. I checked in on our cafe stop de-briefs to check, and she raised nothing that felt alarming or even of concern to me about the bike’s handling.

The narrow profiled lever body on the shifters and easy reach levers, meant she could hold on comfortably, and the smooth shifting and easy-to-reach paddles made it all feel easy. She's used gripshift and trigger-style shifting before, but this was her first time using a drop-bar lever, and she took to it right away.

Though not nearly as versatile as a traditional flat-bar bike, the Giant Seek 1 is more than capable on smooth trails and rolls well. She was noticeably faster than she was on her usual bike, and with a bit of careful route planning, we had plenty of great days out together. There were a few grumbles about the saddle not being the comfiest early on, though this did vary depending on her choice of riding wear and chamois and it was a problem that was mentioned less and less as she got used to it.

Value

The Giant Seek 1 is priced at £2,499 / $3.600. For that, you get a tremendous spec, as Giant really has gone to town on the Seek. It feels very much like a passion project for the staff members I spoke to at Giant when discussing the bike, and it shows in the final product. The frame has some great detailing; the ergonomics of the smaller shifters and finishing kit are pretty much perfect; and, according to my daughter, it rides really well and is noticeably faster than other bikes she has ridden.

Having the option of road and gravel also makes it a versatile machine, especially if you have safer, more inviting infrastructure than we have where we live.

There is a lower-spec version available for £1,399 / $2,200, which utilises the same frame and forks but features alloy wheels and a cheaper Sword 10-speed groupset from Microshift. It still has electronic shifting and small, hand-specific ergonomics, but I would assume a less refined shifting experience with just ten sprockets on hand. The 12-speed TRP set-up on this Seek 1 is excellent.

Drop-bar kids' bikes remain reasonably rare, but there are a few out there. However, a direct comparison with the Seek isn’t, as yet. The Cube NuRoad Rookie Pro is priced at a much more pocket money friendly £999, though it's a much lower-end spec with alloy wheels and cable-actuated brakes.

There is also the Megamo Jakar, which has a similar spec to the Cube, and also retails at £999, but neither is dual-purpose or as highly specced as the Giant, which currently sits out on its own in the market.

Verdict

I was really torn when it came to summing up this bike. On the one hand, it's a fantastically well-designed bike with some great features and genuinely thoughtful engineering touches, but on the other, she didn't love riding it as much as I thought she would, and the price is high for a kids' bike, whichever way you look at it.

For the road riding it's designed for, and the gravel it also excels on, it's excellent, and we had some brilliant daddy-daughter days out together, which are priceless. I'm certain the bike's extra speed and efficiency made for better, longer rides. But it was more limiting in other ways, in the context we used it, which took the shine off a few rides for her, as she's used to exploring and riding more varied terrain.

Because of its high ticket price, it’s never going to win the prize for value either. You therefore have to weigh up if your child really needs a bike this specific or of this high specification, but for those who conclude that you do, and who can justify the cost, it really is something special.

If you want to ride more varied trails, and surfaces, and need a versatile bike, you could forgo the fancy gears and opt for something like the Seek 2, or Cube, or stick with a flat bar. It really will depend on your child, and what they want to do.

Overall, it’s a brilliantly considered product, and an excellent start in road riding for an aspiring Tadej, or Ferrand, if you can afford it.

It’s easy to find yourself buying into the tenets of aero doctrine governing the bicycle industry, and while much of what is preached is true, the speeds required to unlock these watt savings are not always achievable for the average rider. For the most part, aero road bikes are heavier than the climbing equivalent, and while they do devour roads - particularly rolling terrain - at a much faster rate than lightweight bikes, there’s a sense of purity and feel that is lacking.

Scott is one of the brands bucking the aero trend and still offers a genuine climbing bike in its portfolio, the Addict RC. The Addict RC has long been considered one of the best lightweight bikes, a fact underscored by the original 2008 model. For the latest iteration, Scott set out to rekindle the original's values, and the result is a lightweight thoroughbred designed to mince climbs and rail descents while still holding its own on the flats.

We set out to assess how the Addict RC Pro would perform across varied terrain and surfaces, amassing over 1,100km of testing to deliver a definitive verdict.

Design details

The Addict RC Pro conforms to the classic modern climbing bike template, with dropped seatstays and near-parallel head and seat tube angles of 72.8- and 73.6-degrees respectively on my medium test bike - these angles become almost perfectly parallel on the large frame. It’s set up on the racier side of the geometry spectrum, with a slightly lower, stretched-out front end than some of its rivals in the same size. The reach and stack numbers are rated at 395.2mm and 543.3mm, which is more aggressive than all-rounders such as the Cannondale SuperSix Evo and Specialized Tarmac SL8 platforms, not to mention the Specialized Aethos 2, the Addict’s chief adversary. The 410mm chainstay length is spot on for this category, hinting at playful, responsive handling.

It’s available in seven sizes and two colourways: black and white, and the harlequin-style beluga grey/seashore green pictured here. It might not be to everyone’s taste, but I particularly like the mix of white and bright, blocked colours. With so much white on offer, though, it will be difficult to keep clean throughout a northern hemisphere winter, so I suspect most prospective buyers will choose the black-and-white colourway over this one.

The Addict RC frame is constructed from the brand’s HMX high-modulus carbon layup and is claimed to weigh a feathery 780g. In fact, the entire Addict RC range utilises the HMX layup, save for the range-topping Addict Ultimate, which uses a lighter HMX SL layup, weighing 140g less at 640g. In terms of complete system weight, the Addict RC Pro weighs 6.49kg (without pedals) for a size medium, which is impressively light and well below the UCI’s 6.8kg weight limit. If that’s not light enough for you, the range-topping Addict Ultimate is some 500g lighter, claimed to come in below 6kg for a full build, thanks to the 1,170g Syncros Capital SL wheels, HMX SL carbon recipe and SRAM Red AXS groupset.

Despite utilising a few aerodynamic touches from the Foil aero bike, the Addict’s modus operandi is focused more on mass reduction than on watt savings. The frontal area has been reduced by roughly 10 per cent compared to its predecessor, with a narrower head tube and sleeker fork and rear stay profiles. Tyre clearance is rated at a maximum of 34mm, which is par for the course and ample to futureproof the setup and accommodate larger rubber come winter.

Specifications

As the second model in the range, the Addict RC Pro is equipped with a full Shimano Dura-Ace Di2 12-speed groupset, including 52/36T, 11-34T, and 170mm cranks. Unfortunately, this build doesn’t include a power meter, which is disappointing given that all SRAM-equipped Addict RC bikes come with power meters as standard, including the £6,899 Addict RC Team Bike, which sits below the RC Pro in the lineup.

The balance of the build is handled by Scott’s in-house component arm, Syncros. As such, it gets an integrated Syncros IC-R100-SL Carbon cockpit complete with a 110mm stem and 38cm bar width - a nice balance when it comes to comfort and aerodynamic efficiency. There’s also a handy Syncros iS multi-tool located in the right-hand drop of the handlebar.

The Syncros Capital 1.0S wheels, while not as light as the Capital SLs, are still impressive, measuring 40mm and wrapped in 30mm Schwalbe Pro One TFE tyres. Other than that, there’s a Syncros SP-R100-SL seatpost topped off with a Belcarra Regular 1.0 saddle.

Performance

There’s no two ways about it, the Addict RC Pro is happiest when the road turns skywards. It’s a pleasure to pedal uphill, regardless of whether you want to cruise or feel the red mist descending. The frame is beautifully constructed and manages to balance stiffness, weight and compliance – a difficult task to pull off successfully, but Scott has nailed it. As a result, the RC Pro accelerates with ease and responds instantly to pedal inputs, a feature often lacking on aero and climbing bikes alike. For all its anti-gravity intentions, it’s still a rapid machine on the flats, though – it’s only on rolling-style terrain where I foresee an aero bike gaining a clear advantage, as you’ll need to keep on the pedals more owing to the paucity of deeper tubing and taller wheels.

The ride quality is exceptional for such a light frameset, and the 30mm Schwalbe Pro One tyres and 40mm Syncros wheels are to thank for it. Not only is the grip and rolling efficiency of the wheelsystem impressive, but lowering your tyre pressure (regardless of which format you run) will add a level of comfort that was always lacking on rim-brake-style climbing bikes a decade ago. I chose to keep the inner-tube format set at 60psi front/rear for the entirety of my 1,100km test and was left impressed by the all-round performance it afforded me – no punctures or harshness, just oodles of purchase in the corners.

While I’ve raved over its climbing ability and straight-line performance, it’s actually on the technical descents where the Addict RC Pro excels - and it’s in this type of terrain (technical ups and downs) that it will leave an aero bike for dead. The level of communication coming through the front end borders on telephatic, allowing you to instinctively adjust your weight bias across both axles to maintain confidence and make the best line choice. As much as I tried to unsettle it down the steep and slippery lanes in and around the Surrey Hills, the Addict Pro was flattering, allowing me to change direction with ease and make up ground faster than usual, without any spincter-clenching moments.

With an assortment of bikes to choose from, including options from the aero and gravel variety, I found myself turning to the Addict RC Pro most of the time, given its playful nature and easy-to-ride-anywhere demeanour. If I were to nitpick, though, I’d probably change the saddle to something more familiar and also ditch the Syncros iS multi-tool, as it would sometimes rattle inside the bar on rougher tarmac – it might also save you a couple of grams.

Value

The Scott Addict RC Pro is a fun and fast bike to ride, regardless of the terrain. While it’s far more comfortable on the climbs than the flats, it can more than hold its own against an aero bike on flat terrain, making it one of the best road bikes available. While the aero agenda is being pushed hard at WorldTour level and filtering down into consumer rhetoric, too, it’s good to see brands still making bikes for dedicated situations, as the climbing bike undoubtedly remains on the endangered species list.

Compared to its rivals, direct and indirect, the Addict RC Pro is an appreciably capable machine. While it has an aggressive riding position that won't appeal to all, it’s an absolute pleasure to pedal uphill and a veritable scything tool on the downs, carving and dissecting technical descents with a sense of unfettered clarity that is all too often missing from some modern all-round road bikes.

While it ticks all the boxes in terms of entertainment and performance, this particular model is far from affordable at £8,399. A little dig into the range unearths the Addict RC Team Bike, which is £1,500 cheaper at £6,899 and basically the same weight at 6.5kg. It gets the same components (wheels, handlebar arrangement, and saddle), losing out only as far as its second-tier SRAM Force AXS groupset goes - it’s clearly the value performance proposition here. However, if that price point is too dear, the £4,899 Addict RC 30 might pique your interest. It gets a Shimano 105 Di2 groupset, carbon wheels, and a mix of carbon/alloy Syncros parts, weighing 7.7kg for a full build.

Looking at its rivals, the Specialized S-Works Aethos 2 in Dura-Ace Di2 configuration is its closest threat. With a quoted weight of 6kg in size 56, it’s notably lighter but also £3,100 dearer for the same parts, and, dear I say, less aerodynamic. It also gets a 4iiii Precision Pro dual-sided power meter as standard and 35mm tyre clearance. Undercutting the Addict RC Pro on price is the Canyon Ultimate CFR Di2, which gets the same Dura-Ace build (and a power meter), resulting in around 6.7kg at a £7,448 sticker price but with slightly less tyre clearance. There’s not much in it on spec, weight, and clearance, but a lot balancing on price - the choice is yours.

That said, if you’re dead set on the Scott Addict RC platform and want something that represents a sweet spot in terms of price, weight, and performance, I’d recommend the £6,899 Addict RC Team Bike.

Tech spec

• Price: £8,399 / $8,999.99 / €8,699
• Brand: Scott
• Frame: Addict RC, HMX carbon construction
• Fork: Addict RC, HMX carbon construction
• Weight: 6.49kg tested (54cm)
• Sizes: XXS, XS, S, M, L, XL, XXL
• Headset: Acros AIF-1317S
• Levers: Shimano Dura-Ace ST-R9270
• Brakes: Shimano Dura-ace hydraulic, 160/140mm rotors
• Rear derailleur: Shimano Dura-Ace RD-R9250
• Front derailleur: Shimano Dura-Ace FD-R9250
• Crankset: Shimano Dura-Ace FC-R9200, 52-36T
• Bottom bracket: Shimano SM-BB92-41B, press-fit
• Cassette: Shimano Dura-Ace, 11-34T
• Chain: Shimano Dura-Ace CN-M9100-12
• Wheels: Syncros Capital 1.0S 40mm
• Tyres: Schwalbe Pro One Microskin TLE 30mm
• Bar/stem: Syncros IC-R100-SL Carbon combo
• Seatpost: Syncros SP-R100-SL
• Saddle: Syncros Belcarra Regular 1.0

My first ride on a 3T Strada Italia was the briefest of encounters in Tuscany. It was nearing the end of a fresh spring day in Massa Marittima, where I had the good fortune to be reviewing new bike components at Bike Connection, an annual trade event. Selle SMP’s product team was proudly showing off a new line of saddles, using a Strada Italia as a test rig.

I remember thinking it was a brave choice to demonstrate saddle comfort on what looked like an uncompromising aero bike, but what happened next blew me away.

Despite its thick down tube, chunky head tube and blade-like seatpost, the 3T Strada Italia rode as smoothly as freshly churned gelato. Even on the imperfect surfaces of Tuscany’s paved backroads and light gravel strada bianche, it felt ridiculously refined. I’d unwittingly stumbled on that rare breed of bike, the aero endurance all-road machine.

Unfortunately, the sun was already setting over the Metalliferous Hills, which meant I had to return the bike within the hour. Still, there and then, I made up my mind to request a review sample as soon as I returned to the UK. Delivery took a while because 3T, to its credit, had to build and ship a bike from its headquarters in Bergamo, which gave me plenty of time to harbour nagging doubts. Would it really be as good as I remembered, or was my gushing enthusiasm just the naïve product of a brief holiday romance?

Construction

The talent behind the Strada Italia’s distinctive frame is multi-award-winning Dutch engineer Gérard Vroomen, who, until recently, was a co-owner and director of 3T and previously a co-founder of Cervélo. It is no coincidence that the Strada Italia and the Cervélo S5 share a similar silhouette; their DNA is closely aligned – a lineage that can be traced back to iconic Cervélo track bikes such as the T3 from 2010.

The original Strada Italia model dates to 2017, but this is the second iteration, a thorough 2024 update. Vroomen took full advantage of new UCI rules for this revised version, improving front-aspect aerodynamics with a more elongated head tube and deeper, wider seat and down tubes.

The front end of both models follows the prevailing aero template, but the rear, a Vroomen design signature, is decidedly unconventional. The deeply pronounced curve of the seat tube serves several purposes. By closely hugging the profile of the rear wheel, it smooths airflow from tube to tyre, reducing drag and turbulence. Many modern aero bikes share this trick, but rarely to this extreme – there’s more than a hint of TT in the Strada Italia’s form.

In layman’s terms, the relatively thin – there’s no foil – curved seat tube also acts like a giant leaf spring, increasing vertical compliance, thereby damping road imperfections. Additionally, it enables shorter chainstays, enhancing handling. Of course, by combining thicker, deeper main triangle tubing, together with shorter stays and a beefy bottom bracket, Vroomen ran the risk of producing a bike so stiff it would be unrideable by all but the most earnest masochists. Fortunately, its novel rear ‘triangle’ more than compensates.

At the front end, the headtube is narrow and magnificently deep. As well as improving its aerodynamic profile, 3T says that tuning the layup of the headtube has balanced its torsional stiffness to provide handling that is both more precise and predictable. Fork blades are thin, asymmetric for improved airflow around the brake caliper/rotor area, and ‘sqareo’, 3T’s buzzword for a truncated, aero profile.

The carbon layup of the lower seat tube area has also been refined to provide comfortable levels of vertical compliance without sacrificing power transfer.

Another reason the Strada Italia is not a persistent pain in the butt (wrists and shoulders) is that 3T manufactures these frames in its own factory using proprietary techniques, technology and materials, such as high-end ‘Jazz Carbon’. I’m sure a technician in the Far East can build up a carbon frame as well as their peer in Italy, but having everything – R&D, carbon fibre production and layup – under one roof buys 3T control over even the smallest detail.

Vroomen has a well-known obsession with wide tyres, for added speed and compliance. It’s a performance-enhancing feature that went mainstream years ago, but still, the Strada Italia has more clearance than most road bikes, with space for 35mm rubber. My review bike was shod with premium 32mm Continental Grand Prix 5000 S TR road tyres.

The drivetrain options are also characteristically Vroomen. It’s perfectly acceptable to spec 2x Ultegra Di2 or Campy Super Record WRL, but 3T would rather sell you a SRAM Red or Force XPLR AXS 1x13 system for their superior aerodynamics. My bike was equipped with 10t/46t Force XPLR, with the regular cranks and chainring upgraded to a lighter, more aero 46t 3T Torno chainset. The rear dropouts use the UDH standard.

Stock wheels are the sublime Fulcrum Sharq 42s, but it’s possible to specify Sharq 57s or Zipp 353 NSWs. Bars are 3T Aeroflux Integrale LTD , bolted to a 3T more stem. All cables and hoses (not that there are many with SRAM Force) are internally routed. Finally, the stock saddle is a Selle Italia SLR Boost Superflow Kit Carbon.

The weight of my XL review bike was 7.8kg, including saddle, which is very respectable for an endurance bike, let alone an aero model. 3T says an unpainted size M (54) frame weighs 950g, with the fork tipping the scales at 350g.

The ride

The day I rode a Strada Italia in Tuscany was enjoyable but long. The last component of the day to try was a new set of carbon wheels, fitted to an XDS X-LAB RT9 climbing bike. I was tired, the bike was super stiff, and the freewheel was so loud it was positively loutish. This was a bike that required a fresher, less jaded me, so after less than 10km, I returned it, knowing I’d still have time to take it out again the next morning. With an hour or so to kill, I ended up taking a Strada Italia out instead, primarily to try the new Evo 30C saddle from Selle SMP.

Wow, what a difference. The Strada Italia is a bike that demands little from you yet keeps giving. Even in my weary state, I could immediately sense how quickly it picked up speed, but in a controlled fashion. Handling is extremely precise, but there’s no inherent edginess. – there are lots of giggles on tap, but no nervous laughs, no death grip and certainly no butt clenching. In short, this is a bike that flatters one’s bike handling skills.

What’s more, the incessant road chatter that frustrated me on the RT9 was gone. Even riding back home in the Cotswolds, on a mixture of washed-out tarmac and limestone fragments, the ride is rarely unsettled. I can only assume that the unconventional rear end really does dampen harshness and vibration as well, if not better, than a more traditional triangle. The 32mm Conti tyres will have a huge influence, but I’m used to riding this width at low pressures and was still mightily impressed by the Strada Italia’s plushness.

Wheels can obviously impact ride quality enormously, so it’s reassuring to see that 3T has specified Fulcrum Sharq 42 or 57 wheelsets, one of the best all-road choices available. The rim width is moderately wide at 25mm, which is optimal for 30 – 32mm tyres, improving aerodynamics, grip and rolling resistance. Light, durable, aerodynamic, with excellent stability in crosswinds, these are an inspired choice for Strada Italia, opening up rougher roads and gravel paths for exploration.

It's the first time I have experienced 3T’s Aeroflux Integrale Ltd carbon wing-style handlebars. These compact drop bars are, like most aero bars, deep and smooth across the tops, but they taper in a pleasing way that I found remarkably comfy. I can’t back this up with data, but I suspect they are also responsible for damping a lot of road chatter. The thick, soft 3T Prendo Speed bar tape helps too.

The slender forks are plenty stiff enough, but they’ve got a decent amount of give – enough not to transfer too much vibration or throw me off course every time I hit a minor, hidden pothole. I did experience some rotor rub when out of the saddle, but this subsided as the brand-new brake pads wore a little. It was nothing out of the ordinary.

Vroomen revisited the geo for this updated version of the Strada Italia. The expectation for an aero bike is to go longer and lower, increasing reach and decreasing stack. Instead, he did the opposite, reducing the reach by 10mm (to 380mm) and increasing the stack by the same amount (to 554mm), based on a size 54 frame. Why? 3T argues that a less aggressive frame geometry is, in the real world, faster because riders will be able to hold an aero position for far longer. The more benign geo also enhances the bike’s all-road capability, making it more stable on off-road sections.

I support this line of thinking, but with one caveat. It perfectly matches my riding style and the terrain I’m likely to encounter on the kind of routes I ride. However, if you’re super flexible, and only ride smooth tarmac, you might feel faster (and possibly be faster) on a more aggressive bike. Remember, comfort is a big part of the Strada Italia’s shtick.

Equipping a road-bike with a 1x gravel group set may trigger some roadies, certainly Vroomen’s enthusiasm for 1x in the past hasn’t always been well received. Back in 2018, Vroomen and 3T almost had a revolt on their hands when Aqua Blue riders damned the SRAM 1x groupset they were compelled to use as uncompetitive.

That was seven years ago, and since then, 1x has more than proved itself in the pro peloton, frequently spotted on Team Visma | Lease a Bike and Lidl-Trek bikes. Racing aside, I’m a fan of 1x systems on endurance all-road bikes, because the wide spread of gearing can be useful when the road points up and the surface gets more gnarly.

SRAM’s XPLR range, in this case Force 13-speed, is light, aero and offers a tight top end, making it a good match for the Strada Italia. Not surprisingly, I was never even close to spinning out on the highest 10t x 46t (124 inch) gear, and because the smaller sprockets are closely spaced, it was always easy to maintain cadence on the flattish bits. However, the big sprockets do have sizeable gaps, which can make riding in close groups – not that common on long endurance trips – more challenging.

Is there anything missing from this versatile bike? There are two features I can think of, one I can easily do without, but the other would come in very handy at certain times of year. Somewhat surprisingly, there’s no downtube storage. This doesn’t bother me in the least, since I still regard it as a fad that requires strengthening of the down tube to the extent that it can compromise both ride quality and weight.

I do miss mudguard/fender mounts on an endurance bike, or at the very least, enough space to strap some temporary guards. Call me soft, but if you live somewhere as inclement as the Cotswold countryside during the winter months, long rides in the wet are little fun when you and your super expensive bike are subjected to a non-stop torrent of oily leaf litter and horse droppings. It’s a taste that lingers, but one you never really get used to. I do appreciate that easing the wheelbase even a touch will influence the Strada Italia’s fine handling and aesthetic, but the lack of fenders does limit this bike to fair-weather riding. Not a problem on a race machine, but an all-road bike?

Value and conclusions

Vroomen’s obsessive, holistic approach to bike development is the key to why the Strada Italia is such a joy to ride on a wide variety of surfaces and topography. That 3T can closely control every aspect of the frame’s build, from filament winding to layup and paint, explains the Strada Italia’s prowess, appeal and, ultimately, price tag.

I’m trying my best not to be too gushing about the Strada Italia, but I genuinely found it to be one of the best, if not the best, aero endurance all-road bike available, even if the price is hard to swallow – £8,409/$10,599 for 1x SRAM Force, rising to £11,949/$14,999 for 2x Campy.

On the plus side, your money does buy you a beautifully made, versatile performance machine that lives up to the ‘Made in Italy’ hype. No expense has been spared on the components either, with both the 1x drivechain and the Fulcrum Sharq wheels inspired choices.

However, what you’re really investing in is a purity of purpose, as envisaged by iconic engineer Gérard Vroomen. For some, the appeal will be priceless.

The obvious alternative, based on appearance alone, is the Cervelo S5, but it’s not as versatile as the Strada Italia, so consider the Cervelo Caledonia-5 instead. When Tim Russon reviewed the Caledonia-5, he found it excelled at covering large distances on mixed surfaces at pace. There is no 1x version currently on the brand’s website, but in 2x SRAM Force AXS guise, the Caledonia-5 is cheaper than the Strada Italia at £7,400/$8,850.

The Envy Fray is another high-end endurance bike that demands attention. It’s got few aero pretensions, but it’s still a very rapid all-road bike. Prices are on the steep side, with a typical build likely to cost around £12,000/$14,000. Tim Russon reviewed this one too and found it to be “perhaps the ultimate iteration of a versatile all-road bike.”

Ribble’s Allroad SL R is another contender. In base Sport form, this aero endurance all-road bike is considerably less expensive than the 3T at £2,599/$4150. Spec it up with decent Zipp carbon wheels and Dura-Ace Di2, and the price quickly climbs to £6,999/$10,130, which is a lot, but still represents a significant saving on a similarly equipped 2x Strada Italia. But why bother when you can have the SRAM Force-equipped Strada Italia for roughly the same investment? In fact, why bother with the higher-tier Strada Italia models either? You’re very unlikely to see much real-world improvement over the Force model reviewed here.

Specs

• Frame: Strada Italia Integrale UDH, made from proprietary 'Jazz Carbon'
• Fork: 3T Fundi Integrale II
• Frame sizes: XS (48), S (51), M (54), L (56), XL (58).
• Rear mech: SRAM Force XPLR AXS
• Rear cassette: SRAM Force XG 1371 E1 XPLR 10-46T
• Cranks: 3T carbon Torno
• Chainring: 3T Torno 46t
• Wheels: Carbon Fulcrum Sharq 42
• Tyres: Continental GP 5000 S TR 32mm
• Handle bars: 3T Aeroflux Integrale LTD
• Stem: 3T More (XS: 80mm - S: 90mm - M:100mm - L: 110mm -XL: 120mm)
• Brakes: SRAM Force E1 Hydraulic Disc w/ Sram 160mm rotor
• Seatpost: 3T Strada Italia Seatpost with Ritchey Clamp
• Saddle: Selle Italia SLR Boost Superflow Kit Carbon
• Weight: 7.8kg for size XL (58) review bike

When Pinarello officially launched its Grevil F collection last July, it was old news, really. The Italian brand had already quietly rolled a handful of these bikes out at gravel’s biggest stage: Unbound Gravel in Kansas in May. And while the frames were given a branding-free, covert paint job (eye-catching in its own right), the signature wavy fork blades and sinuous tubing were a dead giveaway.

Unbound isn’t where you hide experimental ideas; it’s where you prove them. And Axelle Dubau-Prévot (yes, sister of Tour de France winner Pauline Ferrand-Prévot) lined up on one of these unreleased Grevil F and rode it to a top-30 result that weekend.

Fast forward a few months, and teh Grevil was officially unveiled over the summer, and in November, the Grevil F3 finally made its way to me, just in time for some late-fall riding. Muddy, gritty, and properly filthy. Exactly the sort of conditions that make you appreciate things like 50mm tyre clearance.

Meet the new Pinarello Grevil F

While the Pinarello Dogma GR is the light and aero race weapon of choice for riders like Tom Pidcock and Hugo Drechou at shorter events such as the UCI Gravel World Championships, the Grevil F was designed specifically for the long game. Think long, arduous and rough races like Unbound Gravel, The Rift and Gravel Burn, where stability, comfort and efficiency over many hours matter more than outright punch.

The original Grevil has been around since 2018 and was updated in 2021 to accommodate 50mm tyres, making it an early adopter of MTB-sized rubber in the gravel world. That same clearance carries over to the latest generation, along with a series of other endurance-focused features. These include in-frame storage, integrated rack and frame bag options that have been aero-optimised around the frame, and even dedicated gravel TT bars for those ultra-long solo efforts. To that end, the downtube itself has been reshaped to improve aerodynamic efficiency when running 750ml bottles.

Added comfort was also a consideration in the frame design. There's a new adaptive seatpost that offers up to 10mm of longitudinal flex, working in tandem with the revised seatstay shaping to take the edge off rough surfaces over long distances.

Up front, cable routing has moved to Pinarello’s fully integrated TiCR system for a cleaner cockpit, and the Onda fork now comes with size-specific rake options to keep handling consistent across the size range.

The carbon layup structure has also been expanded into a clearer performance ladder. Following Pinarello’s naming convention, the F9 sits at the top of the range, with both the F9 and F7 using T900UD carbon. The F5 and F3 use T700UD, while the entry-level F1 uses T600. In simple terms, the higher-end models are lighter and stiffer, while the lower-tier frames trade a bit of performance for affordability and comfort.

We received the Grevil F3 in for review, finished in a lovely dark metallic green colourway, the brand calls Etna Black. It came equipped with a 1x12 SRAM Apex XPLR AXS drivetrain, aluminium cockpit and DT Swiss G1800 wheels wrapped in 40mm Vittoria Terreno T50 tyres.

Specs:

• Groupset: 1x12 SRAM APEX AXS XPLR wireless electronic
• Wheels: DT SWISS G1800
• Tyres: 40mm Vittoria Terreno T50 (stock tyres are 45mm Vittoria Terreno T50)
• Handlebars: MOST Jaguar XA GR TiCR
• Saddle: MOST Lynx
• 50 mm Tire Clearance
• In-frame downtube storage
• Tool-free Thru-Axles
• MSRP:
  SRAM: $3700 / €4,300 / Not available in the UK
  SHIMANO: €4,300 / £4,000 / Not available in the US

The Ride

When I first picked up the Pinarello Grevil F3 test bike, I honestly thought it was a bit of an odd duck. Granted, I probably should have been on a smaller size, but even so, the proportions felt off. The stack was tall, the bars were about two sizes too wide, the seatpost had more setback than I’d ever choose, and at 40mm, the tyres looked almost timid on a frame that’s clearly built to accommodate more. I stood there in the driveway looking at it, thinking: I’m not sure we’re going to get along.

For reference, I’m a former road racer with a propensity for underbiking (i.e. opting for a Specialized S-Works Crux at the 350-mile Unbound XL and then not feeling my hands for a week).

On paper, the numbers told a similar story. The stack on this 50cm Grevil is roughly 30mm taller than my personal gravel bike, yet the reach was only one millimetre shorter. So my first job was to get the bars down. I dropped the stem as far as the steerer would allow, which left an ungodly amount of steerer tube showing above the stem. Not the prettiest look, but function over form.

Even then, between the wide bars, the laid-back seatpost and the upright front end, I set off for my first ride with more than a few reservations. I was half expecting the bike to handle like a limousine.

Instead, about ten minutes in, I literally laughed out loud. I didn’t just like the Grevil F — I really liked it.

Ripping through a city park on my way to a bigger loop, the bike immediately reminded me of a cyclocross bike. Where I was expecting an efficient yet somewhat dulled ride, the efficiency was paired with a playful snap and an eagerness I simply didn’t see coming.

On twisty singletrack and tight, rutted gravel paths, it never felt like I was wrestling a long endurance machine. It encouraged me to flick it through corners, get out of the saddle and push push push. It keeps you planted while keeping the fun alive. In one word: sporty. For a bike that’s capable of going the distance and carrying all your stuff, it still has a pep in its step for a speedy hot lap or a lunchtime rip.

Even in this lower-tier build, with T700 carbon and a more accessible spec, it doesn’t feel compromised. In fact, that’s one of the biggest takeaways from riding this bike: the overall balance makes you forget that, in Pinarello terms, this sits at the more affordable end of the range.

The frame is excellent, and I’ve been a fan of the SRAM Apex AXS drivetrain since its release. The DT Swiss G1800 wheels aren’t exactly featherweight, but they do the job. During testing, I was quick to swap them out for a set of Mavic AllRoad SL Carbons wrapped in 50mm Schwalbe G-One RX tyres (incidentally, the same hoops Axelle Dubau-Prévot is running on her Grevil F). I wouldn’t say the stock wheels hold the bike back, per se, but a lighter package definitely brings more out of it.

The bike’s geometry wasn’t nearly the obstacle I first imagined it to be. And yet, it still puzzled me. While at first glance the Grevil appeared too tall, too big, too wide, after some time with the bike, I actually decided I wouldn’t want to go any smaller. The reach fit me well.

If this were my bike, I’d stick with the frame size, but I’d take a hacksaw to the steerer, go straight to 38cm bars, and swap the seatpost for a zero-setback option. I might even go a touch longer on the stem, and slam it, which usually isn’t my M.O. at all, but: stack height.

That said, I’m still a racer at heart, and these are mere preference tweaks. The underlying ride quality is there. The geometry works. The handling works. The racer in me would, perhaps, be better suited to a Dogma GR, but I also love nothing more than all-day (or all-weekend) adventures out in no-man’s land, where comfort and luggage capability are essential. With a few tweaks, the Grevil F can do both, and that's the beauty of this bike.

Value & Conclusion

The Grevil F was one of the more surprising, and also one of the most enjoyable, bikes I rode all year. And at $3,700, it’s a bike you can actually buy without breaking the bank.

I went into this test thinking the Grevil F would be competent, sensible and maybe a bit conservative. What I found instead was a bike that’s capable yet engaging, and genuinely fun to ride. It doesn’t feel like a compromise between race bike and adventure bike. It feels like a modern gravel bike that understands that long events still involve attacking, cornering and sprinting, and that the best thing about riding bikes is playing on them.

Just maybe go try one on for size before buying.

While the e-bike polarises debate in mountain biking, a single visit to a UK trail centre riding one and you’ll never go back to the pedal and push life. However, with the best road bikes, there hasn't really been an e-bike system available that doesn’t just result in a heavy bike when it’s not being useful in e-bike mode, slowing the adoption by ‘real road riders’ as a result.

It's the hardware that's really the problem here, given that when you hit the limit, the motor stops assisting, and when not working for you, it essentially works against you. You can feel both the excess weight in the system, and resistance from the system itself, defeating the object somewhat.

Bizarrely, the lower powered system from TQ featured here in what otherwise, looks like a pretty standard Canyon Endurace, promises to deliver a push when you need it, but less drag when you don’t. The marketing material refers to it as a ‘tail wind’ system rather than a driving motor that takes over, and that’s exactly what e-bikes promised roadies all those years ago, but failed to truly deliver. If the Canyon Endurance with TQ system on board rights those wrongs, it could be that the road e-bike has finally come of age.

Design

Canyon’s Endurace is somewhat of a people’s champion in the world of the best road bikes. It’s reasonably priced, handles well, is designed with a stack and reach that’s sensible for most of us, and it’s actually comfortable.

An e-bike version that takes those characteristics, and adds 200w of power, but doesn’t look like an e-bike or hinder you in any way, is pretty compelling then.

The version I tested is £6499 with the excellent Shimano Ultegra Di2 groupset, is largely as expected in terms of spec, except for a sprinkling of supplements, the most obvious being the Praxis chainset. For me, Praxis makes a very decent chainset, so whilst this is likely an economic move on Canyon’s part, it looks smart and certainly won’t detract from the smooth and reliable shifting you’d expect from Shimano at this lofty level in the range.

Specification

Still, this isn’t cheap for an Ultegra equipped bike, but the motor and remaining specification starts to look like good value when you start totting it up. The full spec is actually pretty impressive, in that you get a proper deep section DT Swiss ERC 1400’s in 45m depth. Shod with Schwalbe’s excellent Pro One TLE, in 32mm. There’s room for 35mm if you want to go wider.

The wheels on my bike were subject to the widely published DT Swiss recall. I took my chances for the purposes of the review, and experienced no problems. I’ve made no secret that I’m a big fan of DTSwiss products, and despite a niggling doubt that the front or rear might explode at any minute, I had absolutely no problems with them during the test period.

The bike comes with Canyon’s own integrated bar and stem and a Canyon S15 VCLS 2.0 CF seat pin in 27.2mm diameter, which flexes up to 20mm, to give added vertical compliance and an integrated front and rear lighting system. The latter is neatly integrated into the seat stays, while the former packs a decent punch and is very inconspicuous, slung under and just ahead of the elegant and sporty looking carbon bar set up. So punchy in fact, it’s the smallest bike light on the market to conform with the German StVZO standard.

All the cables are stowed away neatly, as is now the norm at this level, despite protestations from every mechanic on god’s earth. All told, you’d be hard pressed to spot if this was an ebike at all.

The battery gives 292wh and is expandable for longer excursions, but that should equate to 2000m of climbing, and around 60km. With some careful planning, that’s a long day out, or a couple of legendary cols before you’re out of juice and on your own. The weight of all this is perhaps the most impressive stat on the sheet, at under 11kg for the bike I tested. The top spec one comes in comfortably under 10kg.

The conventional Endurace comes in loads of sizes, including a 2XS and 3XS with 650b wheels for smaller riders. I’m not sure Canyon gets enough credit for that, as it’s a remarkable outlier in the market. They also traditionally cater for a bigger rider also, and many of their models come in 62cm or equivalent, making the brand the only boxed bike option for many before going custom. Here in powered form, it offers the Endurace On:fly in just seven sizes from 2XS up to 2XL which is still better than many. And impressive given the niche this bike sits in.

Performance

I worked with a talented engineer called David Barnes for years on various custom frames, and he always used to say ‘slow is fast’. What he meant by that was that for us normal folk who aren’t hitting podiums at local crit races, detuned road bike geometry was always going to be fastest, and more pleasurable for most of us.

The Endurace:ONfly CF 8 features a relatively short, yet not overly short, wheelbase of 1016mm, with a head angle of 72 degrees and a trail value of 67mm. That is what David would call, slow but fast. Here it delivers some very stable handling, and whilst there is a bit of wheelflop, a slight hesitation, then a sense of some instability when the thing does turn, it’s not slow and after just a few rides you soon get used to its unflappable ride quality. Indeed, it starts to feel pretty effortless in terms of the thought required to manage the bike, and I suspect David was right all along, as the bike does feel like a very nippy bike, helped of course by the tail-wind provided by the TQ system.

The seat post cushions the worst of the bumps, but despite having a frame full of strengthening plys to make room for battery doors, and various other e-clobber, the frame is also very comfortable in use. The bolted-together BB, complete with a motor that is only about the size of your fist, incidentally, feels very solid too. Despite the slow steering geometry, following a line is pleasant and flattering, rather than bland or vague.

So to the motor. And this is the real story here, in that it’s brilliant. It doesn’t make e-bike sounds, somehow, and it hands over to your pedalling so smoothly that you can’t really tell when the assist is on or off. This is especially important if you’re racing your mates up a hill, killing them with your ghostly pro bike power, but then heading to the flat. On a heavier, or draggier system, you’d be getting slapped around on the flats as your mates stop fighting gravity, and start pushing on, nullifying your star performance on the climbs and making you wish you could jettison the extra weight.

Here is the place where e-bikes really needed to arrive, and in the Endurace:ONfly they certainly have. If you’ve tried e-road or one of the best electric gravel bikes and hated it, I’d encourage you to go again, and get one of these to play with. Once you take the macho out of cycling, the idea of an eternal tail wind is wonderful, and in practice that’s exactly what it is. To those who say it’s cheating, I’d argue they’re missing the point somewhat as this is an enabling technology, not a scam.

You can ride, as it says in the marketing, ‘Further and Faster’, and if you’re not racing anyone, where’s the harm in that? After all, people spend thousands to save a handful of watts, here you buy 200w, in one hit. And you don’t need to go near a wind tunnel to prove the benefits.

Riding this bike has been a huge amount of fun, flattering in all the good ways, enjoyable for the sheer lack of effort needed to turn over a good few miles with relative ease, and for the opportunity to get out on something new in cycling that actually moves the dial.

Value

And so to the cost. £6.5k is a big chunk of change for a bicycle. We cannot get away from that. My Ducati cost me a third of that, albeit at nearly 30 years old and in several bits so it’s not quite comparable, but bike pricing continues to make me blush, especially when I am asked to justify value.

If you take that obvious tension out of it, this bike represents exceptional value in a world where you can buy a bike with largely similar equipment, but without a motor and battery for the same kind of money from almost all the big brands. That’s madness, when you can get one that gives you a push surely?

But it’s that question, that tension in fact, that’s harming e-bike’s more than even Chinese imports that set your flat on fire, or the confusion between kit like this, and the Suron your take away delivery guy rides.

And if roadies could find it in themselves to forgive the sacrilege of giving up some of the suffering, for a slightly easier journey, this bike – with the incredible TQ system on board – would make a ton of sense, for literally hundreds of road-racing fans, who love a bit of cycling at the weekends. Far more so, I think, than a similarly priced conventional road bike and it’s probably more comfortable to boot.

Specs

• RRP: £6499 (as tested)
• Frame: Canyon Endurace:Onfly
• Size: M
• Weight: 10.97kg
• Groupset: Shimano Ultegra Di2
• Crankset: Praxis
• Wheels: DT Swiss ERC1400
• Tyres: Schwalbe Pro One TLE
• Brakes: Shimano Ultegra Hydraulic
• Bar/stem: Canyon
• Seatpost: Canyon with 20mm flex
• Saddle: Fizik Arione

Logbook

• Temperature: 10-36 degrees C
• Weather: Fair weather
• Road surface: UK A and B-roads
• Route: Tarmac, rolling hills, long flat sections
• Rides: 8+
• Mileage: 350km

Yomo’s range of kids bikes go from balance bikes with 12 inch wheels to the Yomo 26, which is almost a full-sized hybrid bike. There is plenty of crossover across the six-bike range, with each model spanning 2-3 years, but of course that’s dependent on how fast your little Tadej Pogačar is growing.

Billed as a premium, lightweight bike, and retailing at £400, our six-year-old tested the Yomo 20, an aluminium framed bike with an age range of five to eight years and a height range of 115 - 135cm. Our tester was at the very bottom of that scale, if not, just below it, when he first rode it.

Nine fun and practical kids bike Christmas presents for last minute shopping

unpacking and setting up the yomo 20

As a lot of the best kids' bikes are bought online, and considering many parents will have never built a bike before, unpacking and setting a bike up form a crucial part of our test. It also gives us a closer look at some of the components.

The Yomo was well packaged with plenty of card around the tubes with all parts protected from any knocks it might receive in transit. All packaging was easy to take off - take extra care if using a blade to cut the tape - and most was recyclable.

Unfortunately, the instructions were very badly printed, and hard to read. But thankfully there isn’t much setting up to do. The guidance is also a little vague. Most crucially, the instructions for adjusting the headset to set the handlebars in position. This said to ‘make sure the bolt is secure’.

That’s not much to go on for a parent who hasn’t set a bike up before, or a non-mechanically minded person. If that’s you, you have two options: watch some bike mechanic videos online, or take it to a mechanic to set up. An Allen key is provided, if you don’t have tools.

Neither wheel was 100% true out of the box, with enough side-to-side movement in the rim to gently rub on the brake pads. I had to adjust the V-brakes to get the wheels spinning freely - V-brakes being a system I never found particularly easy to work with, but are still common on kids bikes.

The Shimano rear mech needed a little adjusting to get the gears indexed correctly and could all be done via the cable adjuster, which is simple when you know how, but a minefield if you don’t. It's good to see a Shimano mech specced on the bike, as you know its a good product.

Popping the seatpost in is simple, as is attaching the pedals, although be very careful not to cross the threads. It’s easy to do. Thankfully, each pedal has an L and R sticker on, just remember that the threads run in opposite directions. Use your fingers to get the thread to catch, and only use a (15mm) spanner once the thread has taken. Pedals don’t need to be done up with any force, just turn them until they resist.

The pedal bearings are very poor quality; straight out of the box you can feel them grinding. Hold the axle, and the pedal body doesn’t spin when flicked. You can turn it, but it doesn’t turn freely. A plastic cap covers the outer bearing, and there is grease in there, but I don’t have the tools to take the pedals apart and inspect further. This shouldn’t affect the ride, but I’d be concerned they might seize up completely over time, especially when grit or water gets in.

The aluminium seat pin has around 14cm of vertical adjustment, two more than the 12 marked on it, and clamps nice and firmly in place with a quick-release skewer. Although there’s no adjustment on the stem - unlike a Woom bike that has some rotational adjustment built into the bars and stem - there is three centimetres of spacers between the stem and the headset, allowing a little vertical adjustment for those who know how to do it.

The bars are 51cm wide with rubber grips that feel nice and tactile although there are no bulges at the outer edge to help keep hands from slipping off. There is some adjustment in the reach to the Tektro brake lever. I adjusted them back from 7cm away from the centre of the grips, to 5.5cm. Just be sure to check that the brake pads don’t rub when doing this. You might need to let a little cable out to open the brakes, but if doing this, remember to check the brakes stop the wheels before the levers are pulled all the way back to the bars.

Components and finishing kit

Yomo’s 20 inch bike is the first in their range to come with gears. Seven at the back controlled with a Shimano paddle shifter on the right-hand side of the bars. The Shimano Hyper Glide cassette has a 12-18 range (with a 32th chainring) which gave a good range of gears.

But don’t expect a child to jump on and start changing gears. After a few months of riding, our tester still didn’t feel confident enough to change gear, but that’s more about him than the ease of use of this system. I prefer these under-bar paddle type shifters to a grip shift that my older child uses. Although she took to that system quicker, I think once they’re used to it, paddle shifters are easier to use while maintaining grip.

The wheels are Yomo branded aluminium rims with 20 spokes built into an unbranded hub. Unlike the pedals, these turned smoothly, had a nice finish to them and a chunky quick-release skewer that was nice and easy to grip and turn.

The chainrings are covered on each side, meaning no one can catch their shins, ankles of fingers on the chainrings, which is a nice touch. The cranks are 10.5cm long (2cm longer than the 16 inch wheel bike our tester was last riding) which is fairly standard, but the Q-factor is on the wide side - that’s the distance between the inside of the two cranks where the pedals attach. We measured it at 140cm compared to 116cm on a 20 inch Woom bike, which also has narrower pedals.

140cm is wide for a six-year-old (a narrower Q-factor helps keep feet inline with narrower hips when riding.) but again, pedals that are closer together aren’t essential for children who might just be playing on their bikes for 20 minutes at a time. All it does is highlight some attention to detail that you could argue is lacking. The width is all in the cranks as the bottom bracket shell on the Yomo was the same as the Woom bike we had for comparison.

The unbranded tyres have an open, knobbly tread, nothing too aggressive, just enough to give some grip on grass and loose surfaces.

Riding and general use

Our tester was excited to ride his new bike, which is always a good start. Having a new bike to ride is an easy way to get kids out riding in the holidays. He’s a competent rider who has ridden pump and BMX tracks (no jumping yet), knows how to use his front and back brakes and has just learnt to ride out of the saddle. This was however, his first bike with gears. He first rode it a few months out from his sixth birthday and was just under 115cm, which is the start of Yomo’s recommended height range.

We had the dark grey finish as you can see from the pictures, although green, orange and blue are also available. Bikes are commonly referred to by their colours in our household, and our rule is the brighter the better, so it gets remembered. Despite being below the recommended height for this model, he was able to comfortably pedal with the seatpin down as low as it will go, and get his toes on the ground when at a standstill. The sloping top tube gave him ample standover height.

The bars were too high, but this didn’t faze him or cause any problems as steering is nice and light. They're 51cm wide, the same as his previous, smaller bike, while the reach to the bars was 6cm longer. All this took a little getting used to, especially the longer reach to the brake levers, before he was fully confident, but that is perfectly normal.

He found the bike a little cumbersome to manoeuvre when walking with it (still his preferred option when it comes to turning in tight spaces), but this will become more comfortable as he grows. Weight wasn’t a problem in this regard. He could just about pick it up off the ground and onto it’s two wheels. at 8.01kg its comparable to other bikes we've tested at this size.

At the time of writing, he still hadn’t attempted to use the gear shifting paddles. I suspect they might still be a little bit stiff for his fingers - especially when he’s concentrating on holding the bars - but kids's riding progression is full of Eureka moments, when they suddenly discover with great excitement that they can do something. I suspect that moment isn’t too far away.

One thing he did miss was his kickstand. Kids will climb off their bikes and just drop them to the ground. Having a kickstand prevents this. Some of the time at least. It would add a little weight, but when you have a bike with a rear mech, it’s worth the penalty.

Standert is a bike brand that kind of happened in reverse. Rather than manufacturing bikes and then developing a community, Standert was born in Berlin from a cafe/shop-based cycling community, which then decided to build a bike or two. Clearly, this is a gross over-simplification, but it does serve to underline that Standert isn’t your normal bike brand, despite the brand name translating as ‘Standard’!

With only around 35 employees and an output of less than 2,000 bikes a year, Standert is still small enough to engender a real sense of loyalty and belonging from its riders, helped in no small part by a very strong social media game.

All their frames are made from metal, be that aluminium, scandium, stainless or steel, with no carbon fibre in sight. However, this doesn’t mean that Standert is some kind of backwards-looking, rose-tinted retro brand; all of its bikes are thoroughly modern with up-to-date features and contemporary geometry. Standert is rightly proud of the fact that the Pfadfinder is manufactured in the Czech Republic, close enough to their Berlin HQ that Maxe Faschina, head of Product for Standert, rode the Pfadfinder there in a day for a meeting and then carried on to meet his family - a mere 900km over two days. The Pfadfinder is that kind of bike.

The original Pfadfinder started life as a kind of OG gravel bike, but has now morphed into an all-road/endurance machine with bikes like the Kieswerk and Kettensage taking on the true off-road duties.

It is available in sizes 48cm to 60cm and three colours: Sage Salida, Midnight Marauder and LTD V (or green, navy and white to you and me).

Construction

The Pfadfinder is Standert’s sole pure steel bike. The tubes are made from Columbus Spirit, joined together with only subtle weld marks visible, and the inside of the frame has been coated to prevent any possibility of steel’s arch enemy, rust. All cabling runs internally, giving the bike a remarkably clean look, especially when combined with the relatively slender steel tubes. However, it is worth noting that the Pfadfinder is only compatible with electronic groupsets; there is no potential to run gear cables on or through the frame.

There are a few nods to bikepacking mod cons; top tube bosses for a Bento box, an extra bottle cage bolt on the down tube to accommodate a frame bag, and mudguard mounts, but this isn’t a frame cluttered up with straps, bolts and cubby holes. There is, however, clearance for 38mm tyres, giving the option for endless on-road comfort and even a bit of off-road grip, depending on tyre choice.

Aesthetically, the frame is timeless, with full-height seat stays and a nearly flat top tube. The carbon fork is straight and purposeful-looking with a hidden thru-axle end. I am fairly ambivalent about the pale pastel green colour of the test bike, but it does kind of suit the slightly retro vibe (or maybe it creates it?). The dark blue of the Midnight Marauder paint job would probably be my choice - fast-looking but still classic.

Dotted about the green frame are a few pink details, one that says ‘Designed in Berlin’, another stating ‘Made in Czech Rep’ and a little Lucky Cat on the top tube. Standert uses a version of this classic Japanese good luck symbol on all its bikes, each adapted to the bike’s name. Thus, the Pfadfinder sports a cat wearing a neckerchief, as the name means ‘Scout’.

3-D printed dropouts provide a modern twist, and the combination of a UDH hanger and a T47 bottom bracket should make life easier from a maintenance point of view. The chunky external headset bearings will also help with servicing, but do add length to the head tube and, to my eyes anyway, are the only clumsy-looking element of the bike - the juxtaposition of the slim stem, round steel tubes and the oversized headset is a bit jarring.

Standert’s website has a configurator which allows you to select each component for the bike. The choice isn’t extensive, but does include SRAM and Shimano electronic groupsets, four wheelsets and four saddles, along with some tasty upgrades such as a power meter and some CeramicSpeed bling. Perhaps more usefully, the configurator allows you to choose your stem length, bar width and crank length.

The test bike was fitted with SRAM Force AXS with a 46/33t chainset and 10-36t cassette (but no powermeter), Scope R4.A wheels, 34mm Vittoria Corsa Pro Control tyres, Fizik Tempo Argo saddle, Deda Zero2 DCR handlebar, Deda Superbox DCR stem and Zipp Service Course SL seatpost.

SRAM Force AXS, much like Shimano Ultegra Di2, is the smart choice in the world of groupsets; virtually all the performance of the range-toppers (for an additional few hundred grams) without the cost.

Scope was not a wheel brand I had come across, but Andy Turner was impressed when he tried some, so who am I to argue? A 36t ratchet hub, Sapim Sprint CX Sprint spokes, 23mm internal width and 45mm depth make them a very worthwhile all-round option that should work well with a wide variety of tyres and tyre widths, although at 1,583g, they could be a little bit lighter perhaps.

Neither the stem nor the aluminium handlebar is particularly light, but both look nice and, perhaps most importantly, the dimensions were spot on for me. Most 56cm bikes these days are fitted with a 100mm stem, but the Standert arrived with a lovely 120mm stem.

The ride

By very happy coincidence, the Pfadfinder arrived a couple of hours before my wife and I were due to depart on a 260km on-road bikepacking trip around the Yorkshire Wolds.

I quickly unboxed it, rode it up and down the street, switched the saddle and made a snap decision to take the Standert with me rather than my Cervelo Caledonia. In those 100 metres, I instantly felt right at home on the bike and it felt incredibly smooth and comfortable - exactly what I needed for a full weekend’s riding.

Over the next couple of days, the Pfadfinder repaid my confidence in spades. It was, to put it simply, the perfect companion for meandering through some fantastic Yorkshire countryside, up some steady hills and along some less-than-perfect lanes, all whilst carrying a bag or two.

The overwhelming feeling from the bike was one of serenity. Nothing troubled it. Cracks, gravel, potholes, hills, descents and even the odd farm track were all taken easily and in near silence. I don’t think I’ve ever ridden a bike this quiet. The steel frame and 34mm tyres absorbed every bump, and SRAM’s Orbit-equipped rear derailleur countered any chainslap, making for a sublimely serene experience. The low SRAM gears also came into their own on the hills, allowing untroubled progress and an easy cadence at all times.

Well, almost. Whilst I have no problem with the upgraded Scope R4.A wheels from a performance and comfort perspective, the ratchet freehub was pretty loud. I don’t mind a loud wheelset, and my favourite Scribe wheels are certainly not the quietest, but on this bike the ratchet noise felt very out of place, to the extent that I tried to avoid freewheeling as I coasted through the countryside and frequently soft-pedalled to keep the din down. A very personal opinion, but it just didn’t suit the bike’s demeanour or that particular ride.

On the plus side, I loved the alloy Deda Zero2 DCR handlebars; so much so that I returned home and ordered some for my Caledonia. The shape was comfy on the tops and drops with plenty of round section for lights and mounts.

Having hugely enjoyed the bike in its natural habitat, I put my big boy pants on and took it along to the Tuesday night thrashfest. It did look rather outgunned by the Dogmas, Aeroads, V4s and S5s, but it did OK. What it lacked in lightweight parts and aero features was, in part at least, made up for by the cosseting ride.

I didn’t have to waste time and energy avoiding every imperfection in the road surface, and the easy snick of each gear change, no matter the pressure on the pedals, allowed me to maintain optimum cadence.

Ultimately, when the pace really ramped up towards 50kph on the through-and-off section, I struggled a bit - whether it was the drag, my lack of fitness or the cumulative effects of having to keep up with 7kg bikes over the previous few hills, I can’t say for sure. What I can say, though, is that the Pfadfinder acquitted itself better than I had imagined it would (and potentially better than the race machines would have done on the gravelly Wolds ride…). It never felt like it was sapping my energy unnecessarily or that it was a chore to ride.

Whilst sprinting and out of the saddle efforts are definitely not my forte, on the odd occasions I did really press hard on the pedals, the Pfadfinder felt remarkably stiff around the bottom bracket for a bike so comfy. I expected a little bit of sogginess, but there was none, and the response was surprisingly rapid and direct.

Equally, the geometry keeps the bike responsive in a true road bike fashion, without the slight compromise that some all-road/endurance bikes make for the sake of comfort and stability. I guess by using steel, some of that is baked in without the need to engineer it with angles. It was plenty long enough and low enough for me to feel totally at home straight away without needing to make the mental adjustment that I was riding a bike with mild gravel clearance. The head tube angle is noticeably steeper than many bikes of this ilk, keeping the handling nice and quick - I even got toe overlap at slow speeds; the wheelbase of the 56cm is just 1,001mm.

Value and conclusion

The Standert Pfadfinder is a bit like a modern performance SUV. You know that ultimately you are sacrificing a modicum of performance compared with a sports car, but, for the majority of us, that trade-off is more than worth it for the added benefits of comfort, convenience and its mile-munching abilities when compared with a hardcore Italian thoroughbred.

To further wring out the SUV metaphor, I took the Pfadfinder off-roading (on the smooth, disused railway of the Monsal Trail), and even on its slick road tyres, it was great, and allowed me to bypass a busy main road and the town of Bakewell.

If you are chasing KOMs or seeking podiums, then you should look elsewhere. However, for the rest of us who simply enjoy two-wheeled travel without sacrificing all performance, the Pfadfinder is a very interesting option. If I had more room in my garage and a fuller bank account, then I could certainly see scope for adding one to my collection for days when the ride rather than the stopwatch was the priority.

As for value, at €6,399 (including the upgrades), the Pfadfinder is reasonable. The most similar bike that I’ve ridden, both in terms of groupset and feel, is the Cervelo Caledonia-5, which will set you back £7,400 in similar spec, but is 1.5kg lighter. On the other hand, the much vaunted but lower-key Fairlight Strael 4.0 is only £4,049 with SRAM Force AXS, which is a fair chunk of change; pick your brand allegiance.

I’ve spent the last few months dipping in and out of fantasy Factor Ostro Vam ownership, alongside pretending to own some other really exceptional pro-level road bike kit. I swap them around during my testing schedule, and often end up back-to-backing very similar bikes. I was very keen to see how this bike performs alongside its nearest competition, which I had several of to hand.

What’s obvious before I even get a leg over these kinds of bikes is that there are very few geometric outliers in the pro ranks. The only one is the BMC Roadmachine, which features an unusually long wheelbase and a trail of 63mm, which is well outside the average. At the other extreme is the Specialized Tarmac SL8 with a trail value of just 55mm, similar to the Cervelo S5, and the others that sit between 56 and 59mm.

The Ostro Vam has a Trail value of 58.6. Slap-bang in between the Cannondale SuperSix EVO and the Giant TCR; at 58 and 59 respectively, these are arguably at the most conservative end, if you ignore the BMC.

And that is why it’s hard not to be taken in by these machines. The physics dictate much of how they ride and feel, and they’re all so very close. And, on a smooth road, for the most part, all feel fantastic.

The real challenge then, for me, in terms of finding out whether or not the Ostro Vam is a good bike, is being able to discern if Factor has succeeded in making a bike that does everything a road bike should do (light, fast, stiff, with telepathic handling), but that is also easy to live with outside of a stage race.

Design details

The Ostro Vam was the Israel Premier Tech team's full-gas race bike, after they parted company with the team in November, we will have to wait and see whether or not they'll be in the WorldTour in 2026.

Regardless, it's still a 'balls to the wall' race bike, marketed as aggressively as it’s designed to be ridden. If you’ve got the cash. At just £1,000 less than a top-tier Tarmac, it’s not cheap enough to call it a value option, so it has to deliver at least as well as those top-tier brands, despite its relatively more affordable ticket price.

Factor of course manufactures its own bikes and can source and deploy very high-end fibre, exactly where it wants it, with the best Taiwanese carbon experts in-house. It's one of the pleasures of owning your own production, where clearly nothing is off the menu. The frame is made in its own factory in Taiwan, from a Michelin-star menu of the highest-quality fibres available anywhere. This frame alone utilises, wait for it, Toray, Nippon Graphite, and Pitch-Based Fiber, including TeXtreme. Few F1 laboratories would have that lot to hand.

Frames come in seven sizes from 45 to 61, and Factor dealers will happily fit you and swap out bars and stems to really dial in the bike. The seat post also comes in 0 and 20mm setback options, opening up the range to a far wider group of riders without the compromises associated with a more rigid fit approach – well done, Factor.

The Shimano Dura-Ace Di2 specced model comes with some fancy extras, such as Ceramic Speed SLT bearings, which promise to reduce servicing costs. Black Inc, Factor’s in-house component brand, supplies the hoops in Black Inc 48 and 58mm deep specifications. You get clearance for 32mm tyres, which is sufficient, but may seem dated to some nowadays.

The bikes come in a dizzying array of colours, with what must be the best paint range in a bike of this kind. I couldn’t list them all, and there are several special editions also, depending on your territory. If you can’t find what you want where you live, though, they’ll custom paint one for you for an extra £1,200. An Ostro Vam with Dura-Ace, without power, is £10,999 / €12,299.

Specifications

The bike I’ve been testing features a Classified wheelset, which enables me to run the Classified hub. This hub utilises a clever electronic version of a planetary gearbox, essentially providing the functions of a 2x setup without a front mech. The hub and wheelset are teamed up with TRP’s new Vistar Powershift Groupset, which I’ve been testing all summer. Combined, the system is interesting, as it offers 16 gears that can be sequentially shifted up and down, and it’s brilliant in use. I tested the incredibly good Cervelo S5 recently with a 1x SRAM XPLR system, which was terrific in use, too, so I’m certainly a convert to the concept of 1x, and with the Classified hub adding back the capability I had lost on the S5, giving me 16 tightly spaced ratios served up sequentially, it was really exciting to try that. I’ll review that another day.

It’s an off-menu option, as the bike was supplied to me via TRP, not directly from Factor. Hence, the slightly odd spec. For the review, I’ve focused on the main event, the frame, contact points, and its ride quality.

The cockpit is standard, but anything but to look at. Black Inc makes it, featuring an integrated bar and stem made of carbon fibre, with a reach of 80mm and a drop of 120mm.

Performance

Unlike much larger Taiwanese companies like Giant and Merida, Factor has a laser-like focus, born of its road race ambitions. Israel Premier-tech uses the Ostro Vam with great success, and all that experience has presumably contributed to the refinement you’ll feel in the frame when you ride it. It’s not comfy, it’s not soft by any means, either, but it doesn’t beat you around and doesn’t feel harsh. Thought has gone into this frame to achieve that, and the numerous brand names quoted in the description of the carbon used have obviously been deployed with some skill. It’s not simply an identikit frame made by a recent entrant that has had relatively little development time. It could have been, and some are from other younger brands, but this one is emphatically not.

The trail value does indicate some common sense in the stability stakes also. The back end is extremely short at 405mm, which aids turn-in and directional changes. However, the relatively slacker front end does contribute to a general feeling of relative stability at high speeds, primarily when pointing downhill. The Specialized Tarmac SL8 and others demand a modicum more concentration, and I suspect this greater stability would play out well in a race situation when you’re thoroughly exhausted. However, it’s subtle, so I wouldn’t prioritise buying this frame over one of the others mentioned for that reason alone; you do still have to concentrate when riding any bike made in this kind of template.

Combine that with the handling values I’ve touched on, and you don’t have to spend long on this bike to realise it’s right up there with the best in terms of that grin-inducing urgency that only a highly tuned race bike delivers. It feels eager, and very, very focused. All those superlatives might not be helpful, but they are indeed characteristics of a well-set-up race bike, which this frame certainly is.

The seatpost is an integrated number, different from the Factor Monza, and feeds into a smaller, more compliant-looking rear end and dropped stay configuration. This contributed to what felt like a slightly more refined rear end than the excellent Monza. Rear-end comfort was excellent for a bike of this type, considering its aero features.

The cockpit design features a slightly swept-back top area and a small, yet comfortable, flare. The bar is shaped for aero in the familiar way, and it has a relatively sharp leading and trailing edge. It was very comfortable in use, and any concerns I had about the ‘sharp’ edges were quickly forgotten. It’s a very good bar and feels ‘about right’ in terms of the available give.

Now, while I am happy to say that overall the bike and ride feel is refined, I’m not saying it’s comfortable. I’m simply saying that for a bike with a bladed aerofoil fork, integrated into a deep headtube, I was expecting the front end of this bike to be extremely unforgiving, and it's just not. It’s firm, but it’s not harsh. And harshness is the quality we humans seem to like the least in objects connected to us by the soles of our feet, palms of our hands, and arses.

Here, Factor deserves some credit. Like the Monza, I was riding at the same time as I tested this, and it feels like a race bike. It doesn’t feel too crazy to catch you out if you’re used to a race bike, and it isn’t particularly uncomfortable overall, so for the breed, it’s right up there.

For a direct comparison, the Specialized Tarmac SL8 has an arguably better front end; it’s just more lively, flickable, and more fun in some circumstances. The Ostro doesn’t quite offer the same level of comfort as bikes like Colnago’s V5RS, where handling is less exciting, and that bike also feels softer overall. However, considering its deep headtube and bladed aerofoil profiles on the fork, this bike is remarkably refined. More so than this design looks.

Overall, the Ostro Vam is adept at delivering a race bike feel, without any of the common downsides I see in less refined bikes.

Value

For value, Factor deserves commendation. Okay, it’s not a cheap bike, but it’s not designed to be. There is no 'supermarket own brand' fibre in this bike, nor is there much skimping on the spec sheet, with CeramicSpeed SLT bearings in the head tube and a T47 CeramicSpeed bottom bracket.

The other extensive options make it even more compelling. Vires Velo, the UK Factor dealer, will spend half the day with you dialling in your fit, and the extensive spec list options, and dizzying array of paint offerings make an Ostro Vam purchase feel more like a custom build than almost any other brand I can think of, and for the few lucky enough to be spending this kind of money on a fancy bike that means something.

Indeed, you could buy one of these and have it custom-fitted and painted for almost the same price as an off-the-peg Specialized Tarmac SL8. And that won’t come with SLT bearings.

Brands like Canyon have made significant strides in offering more fit options and even custom paint in some markets, but Factor started off doing things this way, so I’d wager that the experience of specifying and buying one might surpass the Canyon offer, with fewer options and upgrades priced in. I’ve met the team at Vires Velo, and they really are selling an experience. They know their onions when it comes to off-menu or custom-fitting and building. I think Factor has the edge over Canyon in terms of brand kudos, and that does matter to many.

Verdict

The Factor Ostro Vam is every bit the WorldTour race bike template. It’s relatively short, with nothing crazy going on at the front end, so it’s rideable, whilst also delivering all the race bike feels we’ve come to love from this premium race-rep segment.

With a better set of wheels, like those that come in the Ostro Vam premium package, and a conventional groupset, this bike is equal to anything else out there, and with the custom options, it’s a good deal more compelling than most. And in many comparisons, for less cash.

The only competitor it really has to worry about is its stablemate, the Monza. If you don’t mind a couple of hundred grams, it delivers all the thrills and spills, with the brand you want on the downtube for a few thousand dollars less.

The steel bikes of Minnesota brand Surly are like the Midwest people themselves: no-nonsense, practical and focused on getting the job done. Their machines have a blue-collar charm that’s easy to love.

Surlys aren’t bikes for people chasing KOMs or the latest tech trends, they’re for riders who value durability over dazzle, utility over hype and the kind of solid construction that can shrug off decades of hard use. The more scuffs and scratches, the more character. They also ride really nicely.

The brand won over countless riders back when bikepacking was still just called touring, and it’s held onto them with a cultish following among commuters, n-1 die-hards, long-distance fanatics, and anyone who sees a bicycle as a practical vehicle rather than a delicate toy.

That’s not to say Surly has been standing still. Sure, long-running models like the Disc Trucker and the now-legacy Cross-Check still feature their familiar silhouettes, but Surly knows that even the most utilitarian bikes have to evolve. The Skid Loader e-bike is proof of that. First introduced in 2022, it blends Surly’s steel-forged durability with modern e-assist and cargo capability.

The updated 2025 model recently made its way to Cycling Weekly for review, showcasing Bosch’s new Performance Line Cargo smart system along with targeted improvements to handling and everyday utility. Yet the underlying ethos remains unchanged: a steel platform built for longevity, customisation and real-world use. It’s evolution rather than revolution, and unmistakably Surly.

About the Surly Skid Loader

The Surly Skid Loader takes its name from the compact construction machine, the skid-steer loader. Those machines are small but incredibly strong, able to pivot within their own footprint while shouldering weighty loads all day long. Surly’s cargo e-bike was designed with that same spirit: a compact yet heavy-duty tool built for getting big jobs done.

According to Surly, it's designed for anyone who wants car-replacement capability without the bulk of a longtail cargo bike.

“The Skid Loader was designed as a human-powered sustainable transportation solution for hauling it all,” said Tim Simundza, brand and marketing manager at Surly. “We designed it to reduce reliance on cars by offering a compact, cargo-capable bike that can handle the demands of everyday urban life. Whether you're running errands, commuting or hauling gear, the Skid Loader empowers riders to carry more and drive less. We are proud to continue challenging the status quo and expanding what’s possible by bike.”

At first glance, the latest version of the Skid Loader looks very much like its predecessor. At its core is Surly’s custom-butted ‘Natch’ steel tubeset, engineered for strength, durability and a ride quality that feels reassuringly Surly.

The sloping top tube, generous standover, and three broad size options allow it to comfortably fit riders from 5'0” to 6'6”, while the stock dropper post helps fine-tune the fit for shared use.

The bike also retains its full-sized 27.5" wheels and big volume, 2.8" tyres for a more traditional bike feel (as opposed to the smaller wheels commonly found on e-cargo bikes).

Updates come in the form of subtle, quality-of-life improvements. There's now a front wheel stabiliser that keeps the bike steady while loading and unloading, integrated front and rear lights, and a burly rear rack that can carry loads up to 100 lbs (45kg).

The Skid Loader is powered by Bosch’s Performance Line Cargo smart-system motor, offering 85Nm of torque and speeds up to 20mph. A 545Wh Bosch PowerPack battery is included, with a dedicated mounting space for an optional second battery for extended range.

Completing the bike is Shimano's Cues 1x10 drivetrain, Tektro hydraulic brakes, and a heavy-duty Ursus Jumbo 80 dual-leg kickstand.

Specs

• Frame & fork: 100% Surly Chromoly Steel, Natch tubing, double-butted main triangle, TIG welded, E.D. coated
• Motor: Bosch Performance Line Cargo smart system with four levels of ride assist (Eco, Tour+, Cargo, Turbo) and 85Nm of torque 
• Handlebar Remote: Purion 200
• Max speed: 20mph
• Battery: Bosch PowerPack 545Wh battery included. Secondary batteries available aftermarket
• Charge time: 4-5 hours
• Range: 15-150 miles
• Drivetrain: Shimano Cues 1x10
• Wheel size: 27.5"
• Brakes: Tektro Orion HD-M750 Hydraulic Disc Brakes 
• Seatpost: TranzX Dropper Post with 120mm travel 
• Kickstand: Urusu Jumbo 80 Dual-legged kickstand 
• Tyres: Surly ExtraTerrestrial 27.5 x 2.5″
• Rear rack capacity: 100 lbs
• Total weight capacity (rider and cargo): 400lbs
• Weight: 60lbs
• MSRP:  $4,599.00
  

The Ride

When I went to pick up the Skid Loader at my local bike shop, I was in for a surprise. Not only did its rear rack interfere with the arms of my 1UP USA bike carrier, but at 60+ pounds, the bike also threatened to max out the tray’s weight limit. So into the truck bed it went.

While not a longtail, the Skid Loader still feels big, or rather, tall. The 27.5" wheels wrapped in 2.5" tyres create the same outer diameter as a 700c x 45mm setup, and paired with the upright fit. long steerer tube and wide bars, the bike just feels large, even in a size small.

Most e-cargo bikes lean on 20" wheels for a lower centre of gravity and stability, but Surly instead prioritises “normal bike handling” and a mile-cobbling cruising pace.

On long straightaways, that approach pays off. The Skid Loader rolls with ease and settles quickly near that 20mph max speed. But in tight or wet corners, the bike can feel a bit top-heavy and not the most confidence-inspiring.

Those large wheels, however, are exactly what make the Skid Loader surprisingly capable off-road. The 2.5" ExtraTerrestrial tyres and the steel frame’s natural compliance deliver better gravel performance than most e-bikes I’ve ridden. For out-of-city weekend excursions, the bike feels composed and grinds gravel with ease. Add in its dual-battery capability, and more than once I wondered whether the Skid Loader’s ideal life might be as a mixed-terrain adventure rig rather than an urban hauler. Maybe it’s my mental association of Surly with touring, but I could easily see someone taking this on short bikepacking trips.

And that’s part of the charm of any Surly: the steel platform invites you to turn it into whatever you want it to be. The Skid Loader arrives as a blank canvas, which is both an opportunity and a bit of a drawback. There are mounts everywhere, ready for racks, bags, baskets, child seats, or whatever system you prefer. But until you choose, purchase and install those accessories, the bike isn’t especially functional as a cargo carrier. Surly’s own accessory lineup is sparse, meaning most riders will be mixing third-party gear and add-ons from the onset. For my test period, I simply strapped a milk crate to the rear rack so I had somewhere to toss my lock, a jacket or some groceries without having to carry a backpack.

The Bosch Performance Line Cargo motor delivers quiet, seamless assist, making 18-20mph cruising feel natural and well within the bike's comfort zone. With 85Nm of torque, it has ample oomph for hills, headwinds and loaded errands. Surly quotes a 15–50 mile range depending on load and assist level; in real-world riding, I consistently managed around 35 miles without trying to conserve energy. Riders with longer or more frequent commutes will appreciate the dual-battery option.

The newly added integrated front and rear lights are a must-have on any commuter bike, though the front light on my test unit didn’t work out of the box. The new front-wheel stabiliser spring is a small but useful upgrade, keeping the fork controlled and centred while riding and loading a front rack or basket. And the Shimano Cues drivetrain was faultless: smooth shifting under load and an all-around good, affordable yet durable option.

Having previously owned a Surly Midnight Special, a frame I adored for its versatility and smooth ride, I kept looking for that same level of comfort in the Skid Loader. But I never found it. The heft, combined with the rigid frame and lack of suspension, makes for a bumpy ride despite the large-volume tyres. Broken pavement produced sharp jolts, enough to send me bouncing in the saddle and small items flying out of the milk crate. I could only imagine what a rear passenger might experience. There’s a reason so many city-oriented e-cargo bikes rely on 20" wheels: they keep the ride more planted and controlled.

During my time with the Skid Loader, I struggled to pinpoint its best use case. For parents hauling kids or riders wanting a ready-made, comfortable commuter or grocery-getter, I'd probably point you to a more turnkey and smoother-riding option.

In the end, I decided the Skid Loader is much like a 2010 Ford Ranger pickup truck: it's not the most comfortable rig, but capable well beyond its size. It can haul big loads, it’s not afraid of getting dirty, and it will probably outlive you.

It’s a tool—tough and adaptable—not a polished lifestyle product. If you're willing to embrace its heft, accept its quirks, and customise it to your needs, the Skid Loader will give you years of dependable service.

Value & Verdict

At $4,600, the Skid Loader sits in an increasingly competitive corner of the e-cargo market. And when you look strictly at features and numbers, there are bikes that deliver more for less.

For urban riders, especially parents hauling kids, options like the Specialized Globe Haul are hard to beat. It's got a larger battery, a rear rack that can carry even more (132 pounds vs 100 lbs), a smoother ride, and an ecosystem of plug-and-play accessories, all for roughly $2,000 less. It won’t match the Skid Loader off-road, but as a day-to-day city tool, it represents strong value.

These commuter bikes won't match the Skid Loader's do-it-all abilities, but even on the adventure end, brands like Aventon, Rad Power Bikes, and Ride1Up offer off-road e-bike capabilities like large, wide tyres, extended battery range, and suspension on a much smaller budget.

With that said, durability and long-term serviceability are to be considered. And ultimately, you don’t buy a Surly on a spec sheet alone. You buy it for the steel, the soul, the do-anything ethos, and the knowledge that the bike will likely outlast everything else in your garage. The Skid Loader delivers that in spades. It’s rugged, versatile, and willing to be made into whatever you need it to be.

It’s not the obvious choice, but for the right rider, it might be the perfect one.

California bike brand Stinner Frameworks is making big waves in Santa Barbara. The once-boutique builder has grown into one of America’s largest frame manufacturers. Aaron Stinner began brazing custom one-offs in his garage back in 2010; today, Stinner is a modern, partly automated, small-scale factory churning out around 2,000 frames a year, and that number is rising fast. With robotic welding, CNC machining, laser cutting, and in-house finishing (from powder coat to Cerakote and titanium anodising), the company now has the capacity to produce roughly 3,000 frames annually for both its own label and a growing roster of OEM partners. In doing so, Stinner is showing a pathway for U.S. bike manufacturing to scale by blending boutique craftsmanship with automation, efficiency, and a modern workspace.

Stinner’s push into stock models is also driving some of this momentum. While the brand still builds custom frames with rider-specific geometry and bespoke paint, the Stinner Select and Podium programs lean hard into accessibility and delivery speed. The stock lineup offers some of the company’s most popular models in stock sizes and limited paint schemes, with framesets and complete builds ready to ship in days rather than months. As the company puts it, the aim is to deliver “the best Stinner offers without the wait or the potential confusion of custom.”

After previously launching stock versions of the Carrizo all-road, Refugio gravel and Tunnel hardtail mountain bikes, Stinner finally rolled out its stock version of the Gibraltar road bike this summer. While limited in size and colour options, these stock bikes are still made in the U.S. by the same team behind the custom offerings. After testing the Carizzo Select last fall, we were eager to throw a leg over the Gibraltar as well.

Meet the Gibraltar Podium

Named after the iconic Gibraltar Road climb above Santa Barbara, the well-regarded Gibraltar road bike was designed for riders “who seek precision, speed, and the thrill of conquering challenging ascents. Whether you're pushing through steep gradients or cruising smooth descents, this road bike provides a responsive and agile ride that adapts to the rider's every move.”

There are two frame options: Select and Podium. The Select version uses double-butted Columbus Zona steel tubing and comes in two powder-coated finishes. The Podium, reviewed here, is the pinnacle of the brand’s stock line, crafted from straight-gauge titanium with a bead-blasted raw finish. It blends the classic look and longevity of titanium with modern features like internal cable routing, 700×32 mm tyre clearance, and UDH-compatible dropouts. Stinner also sticks to long-standing industry standards for the Podium Series with a round 27.2 mm seatpost, flat-mount disc brakes, and a 68 mm T47 bottom bracket shell, ensuring versatile build options and easy maintenance without any proprietary quirks.

As with all its stock offerings, the goal is to deliver a no-compromise frame without the waitlist, producing a dependable performance road bike built to handle years of hard riding.

The Gibraltar Podium is offered either as a frameset or in two SRAM-equipped complete builds. Pricing runs from $2,895 for the frameset up to $6,995 for the top build, which includes a SRAM Force AXS groupset, ASTRAL Luna carbon wheels, and a finishing kit made up of Easton and Stinner-branded components.

The Ride

I’ve been on a steady rotation of test bikes lately, but the Gibraltar is the one that felt most like home. At 5'5" (167 cm), I’m on the shorter end of the height chart, and most off-the-rack bikes demand some kind of compromise or fit tweaks to feel comfortable and in control of a bike. However, the Gibraltar, in its smallest size offering, comes pretty close straight out of the box — just as I knew it would.

I reviewed Stinner’s Carrizo Select all-road bike last fall, and the Gibraltar’s geometry isn’t all that different. A slightly lower stack, shorter top tube, steeper head angle, a touch more bottom bracket drop, and a tighter rear triangle — subtle changes for a familiar yet livelier, more eager, ride.

The Gibraltar’s numbers lean toward the endurance end of the road spectrum. It’s got a tallish stack paired with a moderate reach, which puts the rider in a more comfortable, less stretched-out position. Add in a generous bottom bracket drop and the bike sits low and stable, giving it that “planted” sensation through corners and on fast descents.

Up front, the combination of a relaxed head angle, higher trail, and a longer wheelbase provides predictable handling, and the steeper seat tube angle promotes a forward-balanced weight distribution, keeping the front wheel engaged even on steeper climbs.

I made only a few small adjustments: I dropped a couple of spacers and swapped out the stem for a longer one for a slightly more aggressive position, and I swapped out the saddle for my preferred one.

On the road, the Gibraltar strikes a pleasant balance of control and liveliness. It’s certainly more endurance-leaning than crit-ready, but by no means dull. It rolls along with pace, snaps forward when you stomp on the pedals, handles intuitively and stays composed on technical descents. The tighter rear end (compared to the Carrizo) gives it a playful, liftable feel, while the deeper bottom bracket keeps it grounded when carving through the turns.

The dose of plushness from the 32mm tyres was especially welcome on Portland’s cracked, poorly maintained pavement. These days, 28s are reserved for race bikes only; everything else benefits from the added comfort and control of 32s and up.

SRAM’s wireless 2x Force drivetrain performed flawlessly, as always, and while the finishing kit isn’t particularly noteworthy, I did appreciate the hand feel and shallow drop on Stinner’s own-branded AR handlebar.

It’s unusual but great to see carbon wheels on a titanium bike of this price point, and as an Oregonian, it's fun to see a local brand represented (Astral builds its rims in Eugene). The Astral Luna wheelset doesn’t particularly stand out, but it suits the bike nicely: not the lightest nor the stiffest, but smooth-rolling on and off pavement, clean-looking with an understated vibe, and capable of accepting a wide variety of tyre widths (up to 52mm).

The complete build invites exploration. Those long days in the saddle, rolling across mixed backroads and stacking up plenty of vert without thinking twice.

For a sub-$7k complete build, it’s hard to find a real fault. If I had to nitpick, it would be the decals: simple stickers that look a bit cheap and are not at all on par with the bike's quality.

As a first titanium bike or an all-day road machine, this build makes a great starting point. But if I were buying one for myself, I’d start with the frameset and build it up with a higher-end finishing kit and lighter wheels. You could create an absolute dream build around the Gibraltar Podium frameset and still come in well under the price of many mass-produced, overseas-made bikes, and get a far superior ride quality.

Even as spec’d, though, it’s a joy to ride: sporty, polished and unmistakably handcrafted. The classic aesthetics, modern features and signature titanium ride feel deliver an ideal blend of smoothness and snap. For riders who spend most of their time on tarmac but want a bike with personality and poise, the Gibraltar Podium is easy to love at a great value.

Verdict

As a complete, top-end build just under $7k or a $2,895 frameset, the Gibraltar Podium is a compelling value. You’re getting a handmade, made-in-the-USA titanium frame with thoughtful geometry, long-term durability, craftsmanship and ride quality you won’t find in mass-produced alternatives made overseas.

It’s the kind of bike that could easily become a lifer, and one that only gets better as you upgrade it over the years.

Can a single bike be capable of performing everywhere, across varied terrain? American company Ritchey, founded by legendary framebuilder and designer Tom Ritchey, thinks so. The Ritchey Septimer was designed to be a bike collection in a single frame. It’s a bike that is comfortable on road and gravel, and, as a bonus, can be disassembled for travel, utilising Ritchey’s relatively user-friendly Breakaway system. Tom Ritchey was one of the early innovators of mountain biking, and the Septimer was created to match his vision of an everyday, go anywhere bicycle. In his own words, it’s “basically a big tyre road bike.”

One single, do-everything bike may seem like anathema to the N+1 culture that so many cyclists embrace, but depending on where you live, a single capable bike with multiple wheel and tyre options can provide a compelling alternative. Does anyone really need multiple bikes?

There are a great many regular cyclists out there who like to ride from their front door, explore on- and off-pavement, and enjoy faster-paced group rides on occasion. The right bike with two sets of wheels can comfortably accommodate both of these things. Riders who race often or across disciplines can make a compelling case for multiple bikes, but not everyone fits into this category.

Design and construction

The Septimer is a carbon, all-road bike designed to accommodate up to 700 x 48mm tyres. It is designed with mechanic-friendly features like external routing, a threaded bottom bracket and a round, 27.2mm seatpost. The bike can be built with either 1x or 2x drivetrains (with a removable front derailleur mount) and works with both electronic and mechanical options (Ritchey sells mechanical guide kits separately).

The carbon tubing was designed to be robust enough for regular riding as well as travel, with the aim for it to be “as similar to steel as possible while keeping the characteristics carbon is known for,” according to Ritchey.

One trick it has up its sleeve is Ritchey’s Breakaway system, which allows the frame to be separated and packed for travel. Broken down, a complete bike fits into a very compact 27 x 30 x 9-inch travel case that Ritchey provides with the frameset.

Sizes offered range from S-XL, with reach measurements ranging from 380 to 415mm. The smallest frame size has a 535mm effective top tube length, so it likely won’t work for smaller-statured riders. Chainstay length is consistent across all sizes on offer, measuring a longer-than-is-currently fashionable 440mm.

Fork rake is also the same across the size range, but head tube angles change to suit each geometry. Bottom bracket drop is a fairly neutral 75mm. Burly dropped chainstays are plenty stiff enough for efficient power transfer, and the design of the Breakaway system allows for tube profiles that retain good ride quality characteristics.

The Septimer includes top tube bag mounts, as well as fork and rear rack mounts, making travelling with bags a possibility. It also has fender mounts, which is unusual but very helpful for a bike of this kind.

Something to note: the test bike provided was a pre-production model, and Ritchey has indicated that a few of the cable routing and other small details may be different in its final form.

Specifications

• Frame material: Carbon, with stainless steel joints
• Price: $3499.00 / €3399.00 / £2958.00
• Weight: 1,360 grams, listed (frame only, size L); 21.01 lbs as tested (with bottle cages and pedals)
• Sizes: S, M, L, XL
• Colours: Black, with white decals
• Build options: Frameset only

The Ride

Though Ritchey sells the Septimer as a frameset only (as the company does with all of its bicycles) my test bike was built with a collection of Ritchey’s extensive catalogue of components. Ritchey produces nearly every piece needed to build a bike, from bottle cages to wheels, to headsets and cockpit components. In fact, other than the Shimano GRX 12-speed wireless electronic drivetrain, the only other non-Ritchey item on my test bike was WTB’s 45mm Riddler knobby tyres.

The bike arrived packed in its travel case, fully disassembled. To put it together, I first needed to install the fork and headset bearings, then join the front and rear halves of the frame together. This is accomplished by joining the downtube junction with the included clamp and then tightening the two-part seat tube/top tube junction around the seatpost. This holds the frame securely together without issue, though it does slightly complicate the process of adjusting the saddle height, as it requires fussing with four different bolts to do so.

Since the drivetrain is wireless, no additional steps were needed other than threading on the rear derailleur and installing the chain. The final step was connecting the hydraulic brake hose to the rear brake with a coupler. I would imagine this is something you would learn how to use with some practice, but I managed to bungle it and had to rebleed the rear brake to get the correct lever feel.

If I were keeping this bike long-term and travelling with it frequently, I would pick a different braking system that doesn’t use a hydraulic coupler for the rear line, since I worry too much about issues while travelling without access to mechanical support. I have written about this exact scenario before, during my testing of cable-actuated disc brakes and on my own travel/gravel rig.

Once built, I had the chance to take the Septimer out on the road and off it. The geometry on my size L bike blends a neutral-to-relaxed front end with the aforementioned long chainstays, which give the bike a very stable, comfortable feel. A cyclocross bike this is not! It’s not sluggish, per se, but is instead predictable and confidence-inspiring.

To get my riding position to work, I needed a fairly long, low bar-and-stem setup, which slightly compromised the front handling. Even with these somewhat extreme measures, I wasn’t able to get the front end as low as I would have preferred, but most riders do not require such an aggressive fit. Despite these fit compromises, the bike still felt stable beneath me, even on technical, XC-style terrain.

I tried my best to take it on as many different roads as possible, mixing gravel, paved roads and even tested the bike in a cyclocross race (sorry Ritchey!). On pavement, nobody would confuse the ride for that of a pure road bike, but especially with some lightweight tyres there’s no reason someone couldn’t enjoy the Septimer on a fast group ride. Where I live in Seattle has pretty rough roads, so the skinniest tyres I run on my own bikes measure around 36 mm. Going up to 45 mm tyres isn’t much of a jump.

Though Ritchey designed the bike around 48mm tyre clearance, this seems conservative to me, given the available clearance. Different tyre and rim combinations can change things, but I would think most 50mm tyres still would leave enough clearance for all but the muddiest conditions. And, by the looks of things, you could run 45mm tyres with fenders/mudguards pretty comfortably, which is my preferred winter riding setup these days. Maximum comfort.

Other than assembling the bike at the beginning of the test and breaking it apart to return it, I didn’t spend any time practising the disassembly process. From what I understand, this is typical for Ritchey's customers. It’s a bike that just happens to split in half, and the company encourages people to ride it like a normal frame. The Breakaway system adds in some marginal weight, and certainly some production cost, but because of where the junctions are located, ride quality isn’t impacted—the tubes still retain their butted profiles with thinner walls in the middle.

The overall ride characteristics are the result of many geometry and design decisions, but the 440mm chainstays go a long way toward adding comfort to the ride. It also provides some breathing room for modern drivetrains (especially those with tight tolerances) to work effectively. Shorter chainstays often give bikes a racy, snappy feel but can cause cross-chaining problems. The electronic Shimano GRX groupset worked flawlessly for me, and I think this type of 1x drivetrain is the optimal setup for a bike of this nature.

Value and conclusion

Ritchey nailed the “all day, any road” feel with the Septimer, and there aren’t any specific things I can think of that would improve the performance for this sort of bike. Short chainstays may be fashionable, but long chainstays have their place too. By designing the Septimer around a comfortable, neutral geometry and pairing it with clearance for wide tyres, the bike can handle almost any road or gravel conditions, up to tame XC-type riding.

Not everyone is interested in owning just one bike, but for those who are, and who aren’t concerned about out-and-out speed or aerodynamics, the Septimer is a well-thought-out bike that can be configured in a variety of ways.

Price-wise, there aren’t many similar frames to compare it to, since it’s one of the very few travel-friendly carbon bikes available outside of boutique options. It’s pricey, but then it is unique.

What I think is holding this bike back are two things: first, the fact that riders will need to purchase and configure it from a frameset up. This isn’t a bad thing since it lets people choose exactly what they need, but it means that fewer people will have the chance to try it out as an off-the-shelf option. And second, the narrow size run, and especially the lack of smaller sizes, means that anyone under 5’6” or so doesn’t have a bike that will fit them very well. Hopefully, this is something that Ritchey will consider offering in the future.

It's been a long time since I've had to commute regularly, and even now, it's not really my commute – it's my daughter's. She's eleven, and since starting high school, she's made riding a daily habit – so long as I do it with her.

It's a commitment I'm willing to make because, along with the feel-good factors of reducing car dependence and encouraging a happy lifelong relationship with cycling, I get to genuinely review some of the best commuter bikes. So, naturally, when the Quella Varsity Cambridge came up for review, I jumped at the chance.

Construction

If you're wondering why I was quick to get on the Quella, then you clearly don't know that I'm a sucker for good looks, and from my perspective, the Varsity Cambridge has them in spades.

But does function follow form?

The 4130 chromoly steel frameset uses a geometry that most closely resembles that of a track bike. It's not as basic as that kind of bike of course, with some welcome and sensible additions for enhanced comfort. For those familiar with the original Quella courier range, you'll be aware of its known aggressive riding style.

The Classic collection, however, aims to provide a more relaxed riding experience from a similar frame, and features what the brand states is a comfortable saddle, riser bars, and an adjustable Quella stem with a 90mm – 0 ° to 60° angle.

Of course making a track style frame more comfortable with riser bars, does not a relaxed position make. This is certainly not a commuter which could ever be confused with a Dutch-style commuter bike position, which is significantly more upright in design.

The exact geometry of the four sizes – 28.5″ (71 cm), 30″ (76 cm), 33″ (84 cm), and 34″ (87 cm) was requested but not available from the brand, so unfortunately, I don't have more concrete details.

However, what we can say and do know about track bike geometry, is that the relatively aggressive handling and fit of the frame, gets a little more accessible with these additions, and fitted me just fine. The benefit, if you could call it that, of track based geometry is pretty nifty handling, but if you're not used to it, it's going to feel pretty lively, and a world away from comparably priced, more traditional commuters.

As a result, when reaching for bikes to compare these lovely looking bikes to, there's nothing that quite fits into a similar category.

Many of the best single-speed bikes share a similar design philosophy, characterised by sharp and agile geometry. You could take a single speed version of this bike, and find plenty of comparisons.

That wouldn't be much use for commuting however, unless you were a tattoo'd despatch rider, with a power output that would make some Cat 1 riders blush.

Quella have thought of that, and hidden in the rear wheel is, in fact, a Shimano Nexus-driven seven-speed hub gear.

This gives the bike significantly more versatility for anyone riding anywhere that's less than pan flat, as the Quella is fitted with a 44t chainring, a 20t sprocket, and a hub with a spread of 244%.

It would take an entire feature to discuss precisely how the Nexus hub gear system works. Thankfully, we delve into them a little in our feature on how bike gears work, but in summary, you can expect seven gear changes, all contained in a sealed hub unit.

The number of gears isn't as important as the available ratios however. As such, there isn't really a granny gear available, and all options are pretty hard to turn over, compared to other commuter options. This does mean some pretty decent top speeds on the flat, but when the road points up, you're not going to have any 'get you out of trouble' gears, and you might prefer – or need – to walk.

Also hidden in the rear hub is a coaster brake. A coaster brake slows the bike when you apply backward pressure on the pedals, via a mini drum brake contained in the hub. Sounds neat, but you also have rim brakes on hand as well. It takes a little bit of getting used to, and you need to manage both the back pedalling action, but also the slowing of your legs during normal pedalling, as it's easy to apply a little brake without intending to do, with lazy legs. There is a level of concentration required to get the hang of it. More important discussion on that topic will follow later.

The bike rolls on Quella-branded, cream coloured, 40mm Deep V alloy wheels. The chrome and blue colourway is set-off by a tan finishing kit in the saddle and handlebars, which almost completes the retro-romantic aesthetics, if it weren't for the black injection-moulded plastic cable ties and pedals. The black injection moulded bits feel like a bit of a missed opportunity to spec some more appropriate metal parts to complete the look.

The ride

The bike was a total dream to build out of the box, and thankfully, all I needed to do was unpack, tighten a handful of nuts, screw on the pedals, and set the saddle height for the bike to be ready to roll.

There is something whimsically charming about hopping on board the Quella Classic Geared commuter bike. I felt I should have always worn a slightly worn tweed jacket and had precariously balanced library books piled on the rear pannier rack.

The reality, however, is that I live in a semi-rural location, on the edge of the Peak District in northern England. While both are situated in river valleys, one is flat, and the other is not.

Unfortunately for me and the Quella, I live in the one that is not. To give you an idea of the relief, even traversing the local canal requires boats to use a network of 16 relatively closely spaced lock gates. So, while I would love the casual look of a herringbone suit, I quickly realised that riding around here would require activewear with ample sweat-wicking capabilities on this bike.

A lot of sweat on the first ride came from my efforts to get to grips with the Classic Geared commuter bike's rear coaster brakes, which spiked my adrenaline more than once. I had no idea how much freedom of movement I have in a normal pedalling set up, until I wasn't unable to backpedal without applying a brake.

Trying to manage my legs in this unfamiliar way for corners, junctions, or even stop signs either had me lurching forward over the bars with the sudden and unexpected braking coming from the rear wheel, or required a toddler-like scoot start post-stopping, as apparently my normal cycling habits, have meant I am essentially programmed to be unable to start with my left foot forward.

This makes coaster brakes a curious combination with hills too. While I'm a fairly proficient rider, ex-pro in fact, and a seasoned tech writer I might add, even a slight kickback on the pedal was enough to engage the braking mechanisms. For a newbie, it's going to be very difficult indeed initially.

It took me around five miles of riding before I became confident enough to stand up for inclines. The same goes for filtering in traffic, where I was just as stop-start as the vehicles around me.

The bike's gearing is the other reason for requiring sweat-wicking sportswear. Whilst it's a long way from the frame's singlespeed roots, with all those gears on tap, it's the ratios that leave you wanting.

Where I live, even though it's an extreme example in terms of the terrain, the bike just wasn't low enough geared for my local terrain, and may not be for yours either, even if you don't live in the national park. The bike isn't light either, and I could have done with a smaller sprocket or chainring to help me haul myself and the 14kg/30lb bike around the neighbourhood.

However, I'm sure this would have been a much smoother experience if I were more adept at riding with coaster brakes and didn't live in the hilly north. It's also important to say, it's not beyond anyone to get used to the braking. Many bikes in the Netherlands (and Dutch commuter bikes in general) have these brake set-ups, mainly because they are designed for flat city landscapes. And as I said, my example is quite extreme, but needs consideration if you're going to buy one and get on with it in your local environment.

Determined to find a flat strip to enable the bike to shine, all I could find locally was a cinder-trail disused railway line. It's pretty filthy this time of year, and somewhat rough under the wheel, but as testament to the Quella, its fat Kenda 32mm puncture-resistant tyres handled the terrain well, as did the standard mudguards in protecting my clothes. Ideally, the bike would have a slightly longer front guard to preserve my footwear.

Here, the hefty weight of the bike and limitations on gear ratios was negligible, and the bike seemed to come into its own, as once up to speed, it ticks along so well that you can even click it down a gear and really get rolling.

It was also here that the advantage of the lack of maintenance of a hub gear and externally routed cabling became apparent. I could imagine that someone cycling daily to work who perhaps didn't have the luxury of an outdoor tap and cleaning facilities at home, would really appreciate the Quella's ability to just keep on trucking with its shifting parts all covered up.

The bike also gets a lot of admiring glances, even from non-cyclists. It harks back to a bygone era that the British love to sentimentalise about. I would imagine that if it were the season for alfresco cafe stops, I would have been the centre of attention with all passers by, eyeing my pretty little blue number.

Value and conclusion

The Quella Classic Geared commuter bike has a fairly niche market. It is a comfortable ride due to its steel frame, and its standard mudguards and rack mounts make it very practical as well.

But there is an 'aesthetic tax', and the $938 / £799 price tag reflects that. Bikes such as the Triban RC 120 flat bar bike are approximately £500/$TBC cheaper and come with disc brakes, an aluminium frame, and a carbon-aluminium fork. The Decathlon house brand also comes with the all-important double chain ring and 8-speed cassette, making it more versatile. Although you would need to invest in mudguards and a pannier rack with any of those options, you would also need to clean them a lot more, and they aren't nearly as handsome.

With looks genuinely unmatched at this price point, the Quella really is the ultimate statement bike for quick, flat-land hops.

Spec

• Frameset: Cro-mo 4130
• Stem: Adjustable Quella 90mm – 0-60° angle
• Drivetrain: Shimano Nexus 7-speed In-Hub, Quella VC 44t chainring, KMC Z410 chainset
• Handlebars: Quella Riser with rubber grips
• Brakes: Radius Dual Pivot caliper, Coaster
• Wheels: Quella 40mm Deep-V Alloy
• Tyres: Kenda 32mm
• Seatpost: Micro Adjust
• Saddle: Quella Comfy
• Stand over Height: 28.5″ (51cm), 30″ (54cm), 33″ (58cm), 34″ (61cm)
• Weight: 13.96kg/ 30.77lbs

Muov is a UK-based brand that aims to offer a more realistic experience during indoor training. It also boasts extremely high levels of accuracy with a claimed +/- 1%.

In my view however, excelling at being an indoor trainer doesn’t necessarily mean achieving perfect realism. From my experience over several months of riding the Muov I've found it enhances and makes indoor riding it's own thing and that in turn, makes it more fun.

That’s not to say the Muov bike lacks realism. In fact, short of riding on your own bike this is the most realistic indoor cycling experience available, featuring moving bars and a tilting action that, once you get used to it, is genuinely brilliant.

I first learned about the Muov TiltBike at an event a few years ago where they hosted demos featuring pros and punters riding the bikes, seemingly having a great time. Seeing the row of Muov bikes set up in front of large screens reminded me of waiting for my turn on Sega Rally in our local arcade.

The bike has undergone several updates since then, likely improving feel and appearance, and the current version feels very polished.

The frames are made from carbon fibre here in the UK, where they can also be custom painted to order. The frame comes in three sizes – small, medium, and large – and stem, bar width, and saddle options are configurable to match your fit. The cranks are adjustable in seven increments, ranging from 150mm to 175mm, simply by placing the pedal axle in the threaded hole marked for your preferred length, just as you would attach a normal pedal to your crank. Q-factor – the distance between the pedals across the axle – is similar to that of a road bike, 150mm.

When detached from the heavier base, the frames are quite light (5.9kg) and could be neatly stored against a wall in your garage or training space. If you’re compromised on space, it’s good to know you can actually tidy it out of the way if you need to. The base is portable too, although not light at 35.9kg. All up the device is 41.8kg total.

Swapping or fitting the frame is straightforward, with a solid, secure, and squeak-free connection designed to last and withstand regular changes. I’ve hardly needed to adjust mine, but it’s simple and feels logical. The base system, like most smart bike trainers, has most of its mass at the rear, making it easy to move around, without the frame on top, and it’s designed to be stored against a wall if needed. I’ve kept mine set-up constantly but tried storing it temporarily, which proved straightforward. It’s not light to move around, but you’re not stuck with it in place like you would be with a Wahoo, Stages, or Wattbike product. Thankfully it’s also easy to set up when needed.

That said, it somewhat reduces the point of a dedicated trainer if you put it away each time. The main benefit of a smart bike trainer is to jump on and ride without set-up sapping your motivation.

The custom painting option is cool. You might say what’s the point of fussing over a custom paint job for a bike that never leaves your house? It might seem extravagant, but it’s perfect if aesthetics matter to you, or you enjoy the thrill of styling something just the way you want it. Few training devices – treadmills, ergs, rowers – come in anything other than black, so having a Muov bike painted to match your training space, gym, or existing fleet, might be a big plus. The one I borrowed was painted pale blue with a pink dazzle camo style pattern and it looked the bee’s knees.

What is the Muov like to use?

My unit was delivered via the ‘whiteglove’ service by the Muov team, which they initially promised to the first few customers. Whether or not they’ve sold enough to maintain that service for everyone that orders one now, I don’t know. However, they set up the frame and handlebars to be millimetre perfect for me, carried it upstairs, fitted my pedals, and explained the product thoroughly. That kind of service is typical for us pampered journalists, but for Muov to offer it to customers is really pretty special.

Once set up, connecting to your chosen app Bluetooth is simple and reliable. It connects via Bluetooth BLE FTMS, or Wifi and there's even an Ethernet port. The Muov bike is basically a big Zwift controller, that fits and feels like you’re sitting on your real bike. Apart from the disconcerting initial wobble, which is fine once you realise you're not actually going to fall off – it's actually really easy to use.

Where other systems need buttons added on, this one has them mounted in the shifters, just like a Playstation or Xbox controller. It's really neat integration, and you could almost imagine riding them on the road. Whilst it’s not quite as spot on as Zwift’s own controllers, all the buttons are essentially there, and you drive Zwift or other platforms with it straight out of the box.

The really cool aspect of it is the steering. Yes you can turn the bars, but we don’t actually turn bars to steer a bike once moving, or not in the direction some might assume. I was expecting it to feel a little more strange than it does, but the way the ‘fork’ at the front of the bike connects into the tilting mechanism to the middle of the bike, allows you to steer using lean, and in a way that feels like the physics of an actual bike. They could have set the front end up differently, and many people wouldn’t have noticed the absence of the counter steering feel.

And they may have been satisfied with just turning the bars, but the fact that the engineers thought about the physics of a two-wheeled vehicle is really impressive. The result is a pretty decent simulation of how you might steer an actual bike. It’s certainly much better than just being 'passable' and feels fun.

In Zwift and other games you're guided around the route by the software, unless you have access to compatible steering controls. That opens up a wider world, in that you can position yourself on the track, steer around corners, and add another level of interaction, collecting power ups, and drafting. To some advantage I'm told, although I just enjoyed the added interaction of moving around the world I was riding in in a slightly freer way.

Although impressive, that realistic aspect doesn’t matter so much, but still, what Muov has achieved here is quite successful; while trying to create a more realistic experience, it has ultimately resulted in a better indoor cycling experience. Think of this as a bike-like Xbox controller that aims to make you feel like you’re in a cycling game rather than creating a hyper-real experience. There are no potholes in that simulated world; there’s no need to catch power-ups in real life either, and in that sense, it’s better to view it as just a great way to play a cycling game. Although it is certainly realistic, insofar as that matters.

Pedalling resistance feels as real as any of the other trainers out there. And it maxes out at 2500w which is plenty for me and most of you. Cadence is all the way up to 165rpm which I can't manage. The machine will simulate up to a 25% incline. And the data refresh rate is 30hz with an accuracy of +/- 1%. Which is very accurate, if true. I had no reason to believe the electronics we're exactly as described however. There's also two USB's located at the front for convenient charging.

Mechanically speaking, I did enquire as to how the bushings are made in the tilting mechanism, and the tech they’re using is surprisingly simple, and extremely strong in use, with no wear or sogginess, or change in the movement in months of using it. No odd noises either, and it's belt drive, so isn't horrendously noisy in use.

You can lean it right over (12 degrees in total) and it will hold you there. I certainly couldn't destabilise the bike on its base in normal use. Leaning it right over is pretty fun to do the first few times, especially when showing it off to mates. Which I did, at every opportunity.

The way it works when riding requires some engagement of your subconscious mind, and presumably muscle groups you may not use on a static system, but it doesn’t feel arduous or energy sapping, and moving the bike underneath you just feels as good as an indoor experience could reasonably get. With rollers you physically have to concentrate to not fall off, it’s not at all like that, but does require some engagement with your brain, and that’s a positive, not a negative, in terms of engaging with it long term.

Is the Muov value for money?

With something this expensive, it really is hard to discuss value without recognising that this is a product targeted at the very well-heeled N+1 community.

Who’s got £5k laying around for an indoor trainer? You could buy an actual bicycle that many would consider a dream machine for the same amount of money.

That said, I have to appraise it from the point of view of someone who might buy it. And those people deserve a good rundown of the value available here too. We also have to consider in the context of other, similar products.

The Stages SB20 bike, which I have owned in the past and used extensively, claims to be “the most realistic and immersive virtual cycling experience available”. Muov can challenge that position pretty confidently now I'd say.

However, the Stages set up is strong. With it’s realistic position, adjustability, and very good pedalling feel, I’d have to say, I don’t think you can really do much better than it and it’s nearest competitors, such as the Wahoo bike, in terms of a static virtual riding experience.

The former costs around £1,699 and the Wahoo Kickr Bike all the way up to the Pro model is around £3,499. The latter arguably has a much broader, simpler range of adjustability than the Muov. Both the Stages and Wahoo are directly comparable to the WattBike Atom in the middle at £2495. The WattBike probably has the most bike-like pedalling system, but they’re all pretty good, and the pedalling doesn’t feel massively better or worse on the Muov.

But none of those tilt.

For a similarly immersive gaming experience to the Muov you can get close by adding the Zwift Play system to your existing smart trainer setup. They’re relatively cheap at £79.99. Or you could just buy the Zwift bike with Kickr Core 2 for just over a grand.

Still, none of those tilt.

So the question is, how much do you need the tilt?

As much as I have raved about how much fun it is, there’s some practical aspects to the movement available on tilting systems. The movement does better recreate the movement you need to make to keep a bike upright, and as such, can mean fewer problems with comfort in the long run. Being more comfortable for longer is critical to performance on the road or indoors, but in the case of indoor cycling, it’s also pretty important for motivation. The tilting systems simply reduce the impact of a fixed position.

An alternative option for a tilting trainer is my colleague Aaron Borrill’s favourite, the Saris MP1 NFinity Motion Platform. That costs around £1699, along with everything else you need, including a smart trainer and decent bicycle to go on it.

That means, if you’re using your best bike, or even second bike, your set-up could easily stand you at twice what a Muov bike costs.

Conclusion

If I were testing a normal bicycle here, I’d feel very comfortable commenting on almost any aspect of its design, handling dynamics, construction, or geometry. I am a subject matter expert in those areas. When it comes to indoor trainers, I've used a ton of them, but I’m judging the product based on whether or not I enjoy the experience and how many aspects of it worked well or didn’t. I’m appraising it in the way any normal user might, with a similar level of experience.

When it comes to the best smart trainers, smart bikes, or even the best exercise bikes, if you want one you can custom paint, boast to your mates about how the carbon fibre frame was made in the UK, use at home in your fancy space, and have more fun than anyone using almost any other system, then the Muov bike is absolutely, emphatically, unrivalled.

As an Xbox controller for your Zwifting experience, Zwift’s Play or even Zwift’s own static bike may have a slight edge in terms of the electronic interface, but in terms of an integrated system that feels like riding your bike in an amusement arcade — and is just as much fun — I am very confident that nothing compares to this for the experience.

The Muov TiltBike is an outstandingly fun and convenient way to gamify your training and enjoy it even more. Yes, it’s more expensive than a month in the Maldives, but for an activity that wasn’t even particularly fun until Zwift, Rouvy, My Whoosh, and others came along, Muov made the controller that makes that experience even better – without any of the limitations or fussiness that some competitors, or the many accessories you could buy, just intrinsically have built in.

If you even like indoor training at all, the Muov bike is arguably the most outlandish and fun way to experience it and if anything is going to get you doing more of it, it's this. If you already love indoor training, you’re just going to absolutely love it. Period.

Providing you’ve got the readies to go out and buy one.

Wattbike Atoms have, worryingly, become an integral part of my existence. In fact, at last count I’ve spent a total of 39 days, two hours and 16 minutes sat astride one. Dedicated or doolally. You decide.

So what is it about the Wattbike Atom that so clearly rings my bell? Through its three iterations – the third of which is on test here – Wattbike has fine-tuned what already started out as a premium quality product. The first Wattbike I tested, and later went on to buy, was released in 2017. At this time my daughters were young and my wife was working shifts, so I had very little time to venture out onto the open road. After working my way through a series of (comparatively) sub-standard smart trainers (the selection was admittedly sparse eight years ago) I was fortunate enough to find the Atom in my crosshairs and the world suddenly became a better place. Pedalling was fluid, transitions were smooth, it provided a steady platform to wind up big watts and the sound never – I know this because I asked her – never penetrated the adjoining wall to my next door neighbour’s living room. “No,” she said, “I’ll occasionally hear an anguished howl, but there’s no mechanical drone disturbing my evening soaps”. To be slightly more scientific about the matter, the first Wattbike emitted some 70 decibels at 200 watts – similar to that of a washing machine and this has remained more or less a constant through each of the three additions.

All of the big boxes, then, were ticked off – the first version of the Atom it seemed, was although significantly dearer than a garden variety turbo trainer, the holy grail of indoor training. And it went on to get better…

If you’ve been paying attention to anything I’ve previously written you’ll be aware that I can shed a litre of sweat just by looking at a turbo. In fact, during a recent trip to Precision Fuel and Hydration’s Heat Chamber, I entered the Hall of Fame (shame?) as one of the sweatiest people to ever darken their door.

The first Atom, then, was flawed only in that it hadn’t been given the Shrubsall Sweat Test and after some six months of riding, sweat ingress had become an issue and the power inlet towards the back of the bike had also corroded.

Enter the second edition - the Wattbike Atom Next Gen. Not only had the fairings of the bike been made impenetrable with weld-esque seals, but the power inlet had been repositioned underneath the bike. It would take literal bullets of sweat and a radical overhaul of the law of physics to break this version.

The only gripe I had, which hung over from the first version, was that although gear transitions were smooth and more or less instantaneous, they didn’t come with the reassurance of a ‘click’. Would this be addressed in the new 2025 model?

The build

Well, no, not exactly, but there was a more tactile feel to the shifter - not quite a ‘click’ more of a recoil from a rubber button that’s similar in clarity to the Wahoo Kicker bike, but not quite as pronounced as the Zwift Ride. Zwift has also introduced an in-game ‘click’ which almost negates the need for this, but it would still be a welcome addition.

The facade of the bike is also slightly different with previous silver fairings being replaced with matt black, giving it a more premium look. ERG mode has also been enhanced to offer a clean transition when the bike is making the gear changes for you.

But for me, one of the biggest improvements here doesn’t come via its prowess underway - after all, that’s more or less been on the money since day dot. No, the new Atom’s key upgrade is the ease of adjustability. Gone are the days of rifling through your drawers for the correct Allen key to tweak geometry. Saddle height, reach and stack height are now a cinch to fine tune by way of ergonomic paddles – much like the Wahoo Kicker bike. The levers are chunky enough for good purchase but remain unobtrusive to the point of barely being visible when riding.

The saddle also gets an update but this is an item with often very personal preference so it’s easy to swap out for your own perch. Unlike the Wahoo Kicker bike which offers up a choice of crank lengths, the Atom’s remains fixed at 170mm which for me has always been perfect and is generally considered optimum for producing power.

The ride

The Atom offers feedback aplenty within Wattbike’s in-house app. Pedalling dynamics and power data combine to help you become more efficient at varying cadences and wattages – a great way to save power and identity weakness. My right leg, as I’ve always suspected, indeed something that was recently highlighted in a DEXA Scan, tends to do a lot more work than the left – something that was quickly picked up on by the software.

On planet Zwift – where I put most turbos stupid enough to enter my pain cave through their paces – I was firstly mindful that the new Atom tops out at 2,500 watts. My name’s not Matt Richardson and I’d be lucky to trouble half of that figure, but it’s testament to the solid structure of the bike that it can withstand such punishment and not leap frog through the shed wall and halfway up the garden.I managed a lung-throbbing 1,300 watts and the bike – which weighs in at 45kg, a kilogram heavier than previous iterations – stayed rooted to my shed floor.

The best way to test the real ride feel of a turbo trainer, in my experience, comes via the cut and thrust of a Zwift race. Numerous gear changes, surges, following attacks, sprinting and drafting would all have to be played out on Zwift’s virtual roads. As usual I cannot fault the experience. Gear changes are quicker than a mechanical transition, pedalling is incredibly fluid in drafting situations when soft watts are required, and it doesn’t take long to scroll through the gears to launch an attack.

For me it’s this ride feel and simulation that sets the Atom apart from the competition – a secret sauce that Wattbike has built its name on. Yes, you pay a premium for the name, and for the fact that it’s a standalone trainer. Indeed at £2,499 this isn’t the sort of purchase that comes without serious thought. But this is the sort of machine that, if properly maintained, cleaned and sanitised, will provide you with many thousands of miles of sweaty indoor cycling.

Despite having lived in several very small city apartments over the years, I’ve never once owned a folding bike. Perhaps it's cultural, but folding bikes simply aren’t as common in North America as they seem to be in the UK. I can picture business people in suits zooming about London on two tiny wheels, but the same phenomenon hasn’t happened here (yet).

When the opportunity came to test out Brompton’s new Electric G Line model, I was curious, but I was also a little unsure what to expect. Would a folding bike be up to the rigours of Seattle’s potholed, SUV-filled streets? And would such a bike actually be useful? I was also hesitant to test out a commuter-specific bike as someone who works exclusively from home.

Nevertheless, I was excited to build it up and get out for a spin when the Brompton arrived on my doorstep in its compact cardboard container. Whereas most Bromptons use 16-inch wheels and rim brakes, the Electric G Line features larger (20-inch) wheels, wide tyres and disc brakes. Oh, and a battery and motor, as you may have surmised from the name.

Who is the Electric G Line for exactly? I asked Brompton this, and was told that it’s intended for “urban commuters who value portability—avoiding theft, taking the bike on trains or in the car—as well as adventurous riders who fold it to travel by car, train or campervan (RV) and enjoy riding for leisure on both gravel and paved roads.”

Specifications:

• Frame material: Steel
• Sizes: S, M, L
• Price: $4,950 /
• Motor: 250-watt rear hub motor with torque sensor
• Weight: 42.5 lbs, as tested
• Colours: Traildust White, Adventure Orange, Forest Green
• Range: 30-60 km (approximate)
• Certification: UL 2849 Standard

Design and Construction

Just like every bike that Brompton produces, the Electric G Line’s most notable feature is its ability to fold down to a compact size. Producing a bike that folds presents several complex challenges, especially in cable routing. Making everything work with hinges requires precise engineering and installation. Further, the drivetrain needs to accommodate both a motor and shifting system on top of this. As such, the Brompton is visually quite busy—everywhere you look, there are cables, wires, plugs, etc.

Part of the wiring system is dedicated to the integrated lighting, which is necessary for regular city riding. The lights and electronic-assist settings are controlled via a handlebar-mounted display and buttons located directly on top of the battery. Brompton also offers a companion app that allows users to monitor performance.

The hub-based 250-watt motor is paired with a four-speed rear derailleur developed by Brompton, with a single chainring up front. The bike uses Tektro hydraulic disc brakes, and the specced tyres are Schwalbe’s excellent G-One Allround, which measure 2.1 inches wide. Brompton designed the bike as a Class 1 E-bike, which means it is limited to 20 mph for pedal assist. It does not have a throttle.

The bike is available in three sizes, which Brompton claims can fit riders from 5' ‘to 6'6”. Brompton sent me a size medium, recommended for those from 5'6 “to 6’. Since the geometry is designed around 20” wheels, it’s not easy to compare it to a standard diamond frame, but the company provides size guidance via a video guide on its website and stack and reach measurements for each of the sizes.

The 345Wh battery is tucked into a bag attached to the front of the bike, just below the handlebars. The bag also has a small amount of space for additional items, though the payload is limited.

The Electric G Line comes stock with fenders and a rear rack, which features small integrated wheels to allow it to roll when folded, a necessity for the nearly 45-pound bike. It has a three-year electric systems warranty and a seven-year frame warranty. Bicycles are available for purchase directly from Brompton or through the company’s dealer network.

The Ride

Before I first started taking the Brompton around town for errands, I girded myself for ridicule. Would I be laughed out of the grocery store? Teased on the train? Stuffed in a locker at the gym? Instead, what I encountered was unbridled curiosity. “What is that?” “How does it work?” “Can I see it fold up?”

People were also surprised to learn that not only does the bike fold in half, but it has a motor. The list of features is impressive, but the end result is something fun that doesn’t take itself too seriously. It’s a bike, first and foremost, that just happens to fold up.

I did the majority of my testing on city streets, but I also tried to seek opportunities to take the Electric G Line off-road. The wider tyres have a huge impact on the bike’s overall performance: they add comfort, stability and traction, as well as increased puncture protection compared to narrower tyres.

I’m a fan of wide tyres on all bikes, but they are especially important on bikes with small wheels because they increase pneumatic trail, which helps a great deal to make the front end handle predictably. Even with 2.1-inch tyres, the front end is twitchy compared to a larger-wheeled bike, but once you adjust to this, it’s perfectly comfortable. Overall, the bike is quite playful to ride and seems to encourage fun, despite the rather hefty 42+ lbs of weight.

It took me a few tries to learn how to fold and unfold the bike—there’s definitely a learning curve, but once I understood how everything fit together, I was comfortable breaking it down everywhere I went.

Since I don’t take the train to work, I used the Brompton primarily for errands. It was pleasant to ride around without carrying a lock, and even better to not worry about the possibility of theft since the bike was with me at all times. Of course, doing groceries while wheeling around a bicycle, even folded up, is cumbersome, but for the post office, gym or meetings, the bike was easy to stash in an unobtrusive spot nearby. Not every office is bike-friendly, but a Brompton is compact enough that it can live under a desk comfortably.

The location of the battery, on the front of the bike, is unusual, but this decision allowed Brompton to add controls to the battery unit, which are easy to adjust from the saddle. The power assist level and light settings are both visible, as well as the charge level. I was pleasantly surprised by how long the battery lasted during my rides, even at full e-assist.

I was less enamoured with the fact that the battery must be removed to charge, and further, that the plug is located on the bottom, which is awkward. It would be preferable to have the charging port in a location that doesn’t require battery removal.

I also think the battery cradle could be more robust—I didn’t have any issues in the time I tested the bike, but I worry that repeated jostling, especially off-road, would overly stress the mechanism and it could fail.

Through repeated foldings and unfoldings, I had a connector wire come undone, which prevented the torque sensor from communicating with the motor and robbed the bike of power. This ended up being an easy fix, but troubleshooting the many wires and cords could be more straightforward. I was able to ascertain that the issue was related to the torque sensor from the sequence of blinking lights, but I had to ask for help from Brompton in order to solve the issue.

I also experienced the rear derailleur cable popping out of the brazed-on cable stop, which mucked up the shifting and required some adjustment. This is the kind of thing that someone who isn’t an experienced mechanic would have trouble noticing and repairing, and could be improved.

Despite these issues, my primary takeaway from my time on the Electric G Line is that it is an extremely enjoyable bike to ride. I found myself adding stops to my errands and being able to easily and comfortably bring the bike along with me wherever I went. I’m not sure how I would carry more cargo if I were using it as a daily commuter (Brompton does sell a variety of bags and such), but the combination of a compact backpack and the front bag was sufficient for my needs.

Value & Verdict

If you ride a train or bus wherever you need to go every day, the Electric G Line would be a fantastic option for getting to and fro comfortably and efficiently. It takes some practice to be able to fold the bike up quickly, but once you get the hang of the sequencing, it becomes familiar.

Other than the small troubleshooting issues I encountered, which I chalk up to the sheer complexity of manufacturing a folding electric bike with integrated lights, my primary criticism of the Brompton is the price. For someone who wants the best folding electric bike available, the Electric G Line is an excellent option. Tern and Dahon also make very good folding bikes, and there are several more affordable options out there as well. The closest competitor to this bike is Tern's Vektron S10, which also has 20-inch wheels and disc brakes, but uses a Bosch mid-drive motor instead. The Tern is heavier and does not fold down as compactly as the Electric G Line; however, it is significantly cheaper at $3,549. Brompton’s new model is very capable, but the price is a tad too steep for it to be an option for many commuters.

I first spoke to Bridge Bike Works co-founder Michael Yakubowicz in November 2023. I’d already heard about his Canadian brand doing something intriguing up north, since handmade carbon bikes from Canada are a rarity. In fact, I can’t name a single well-known brand that still manufactures domestically.

At the time, Bridge was generating some buzz not only for being a Canadian-made carbon frame builder, but for doing it with a big-brand approach and debuting some intriguing innovations along the way.

Founded in the middle of the COVID pandemic, Yakubowicz and Frank Gairdner set out to create a product that combined the craft and attention to detail of a boutique builder with the engineering rigour and production standards of a major brand.

This isn’t your typical “made-in-the-garage” passion project. From cutting their own tooling to hand-laying the carbon fibre and meticulously applying detailed paintwork, everything happens under one roof at the brand’s 8,200-square-foot facility in Toronto.

Perhaps most buzz-worthy is Bridge’s industry-first technology: the Integrally Threaded Carbon Bottom Bracket, where the threads for the bottom bracket shell are moulded directly into the carbon lay-up. No metal insert, no sleeve. The result? A lighter, stiffer, and supposedly creak-free system.

The buzz, the big brand facilities, and the innovative tech were all very impressive for a new company with just one bike model. Naturally, we were intrigued.

Yakubowicz suggested that the best way to understand the brand was to ride the product, and offered to build me a test bike in my size. I happily accepted. But between production tweaks, ISO testing, and the general whirlwind of starting a new bike company, it wasn’t until September 2025 that I finally swung a leg over a finished Surveyor.

Yakubowicz brought an exquisitely painted frame to the MADE bike show in Portland and let me hold onto it afterwards, encouraging me to ride it hard, on pavement and gravel, with knobbies and slicks, and everywhere this one-model, do-it-all bike was meant to go. I didn’t need to be told twice.

Meet the Surveyor

Five years since its founding, Bridge Bike Works still makes just the one model: the Surveyor. They call it the “n+1 destroyer. Not a hardcore gravel bike, not a dedicated crit racer, but incredible for everything in between. You could legitimately win a Grand Tour on a Surveyor, but you could also win Unbound on a Surveyor. That’s what we set out to accomplish."

The Surveyor is available in five sizes, from 51 to 59 centimetres, and is built around a proprietary frame and fork that were designed together, not as separate projects, to deliver consistent performance on any surface.

It offers clearance for up to 40mm tyres, combining the weight and stiffness of a modern road bike with the versatility needed for mixed-surface riding. Handling is designed to be sharp, with a tight wheelbase and the same 417mm chainstay length across all sizes, paired with a lower bottom bracket drop and long top tube for added stability.

Notably, the Surveyor does not use dropped seatstays; its comfort instead comes from wider tyres and exposed seatpost flex. Cable routing is fully internal for 1x and 2x electronic groupsets, with external options available for mechanical drivetrains. Other practical features include a UDH hanger system, a 27.2mm round seatpost, a front-derailleur clamp, and a T47 bottom bracket.

The Surveyor as tested

• Make: Bridge Bike Works
• Model: Surveyor + ColorSpan Unlimited paint (a CA$3,500 upgrade)
• Material: Carbon
• Handlebars: ENVE Pro one-piece cockpit ($500 upgrade)
• Drivetrain: TRP Vistar with Classified Powershift Hub
• Wheels: ENVE SES 3.4
• Seatpost: ENVE Seatpost
• Small parts: Wolftooth headset, axles, UDH and seat collar.
• T47 bottom bracket
• Weight:
• Price: CA $18,999 CA / US $13,635 / £10273.84

The Ride

The Surveyor is a downright stunner: sleek lines, fully hidden cables and truly exquisite paint. Bridge went all out for this show bike with a bright, hand-painted watercolour finish. I couldn’t stop glancing down at the top tube while riding, and by the end of my first week, I had at least a dozen photos of it on my phone. The vibrant paint, paired with the stealthy black Enve components, makes the bike outright showroom-worthy. I even kept it in my office instead of the garage, just so I could admire it throughout the day.

But once I started riding in earnest, my impressions were more complex.

The bike came to me in “gravel mode” with Pirelli’s 40mm slicks, and Yakubowicz’s encouragement to go get it dirty, which I certainly did. I also spent some rides in “road mode” with 32mm slicks for comparison, but most of my riding was done on gravel.

Now, All-Road bikes are, by nature, an exercise in compromise. And where you fall on the underbiking vs overbiking spectrum matters.

I tend to prefer the snappy, playful end of it. Think cyclocross bike: light, quick, and reactive. My friend calls them “frisbee bikes”: fast, agile, a little twitchy, and perhaps even a touch unstable. The kind that darts side to side and rewards short, punchy efforts.

At the other end of the spectrum are bikes that prioritise momentum, stability, maybe a hint of aerodynamics, and smooth, sustained speed. The sort that carries you for miles with composure and comfort.

The Surveyor sits more on that latter side than the former, but it took me a while to figure out its personality.

Bridge’s marketing copy describes the Surveyor as a bike equally capable of winning a Grand Tour or Unbound. A bike that was made to “play hard, ride hard, and push the limits of road and gravel.” “Not a hardcore gravel bike, not a dedicated crit racer, but incredible for everything in between.”

As a former road racer who loved crits and now spends most of her time on gravel, that sounded like music to my ears. I rode the Unbound XL on a featherweight S-Works Crux. Underbiking and playing bikes is my M.O. So I expected to fall instantly for the Surveyor. But it surprised me.

The geometry is undeniably racy, with a longish reach and a front end that, at 510mm stack, sits nearly two centimetres lower than my go-to gravel bike, putting me in a low, aggressive position. The wheelbase is shorter yet paired with a lower bottom bracket (80mm drop). A mix you don’t often see, though not necessarily a bad idea. It’s like marrying endurance-bike stability with cyclocross-bike handling. Interestingly, Bridge uses the same 417mm chainstay across all five sizes, meaning the bike will behave slightly differently depending on the rider’s height and resulting frame size. For a smaller rider like me, it adds a hint of extra stability; for taller riders, it might feel more compact and reactive under power.

Despite its racy geometry, it didn’t feel particularly racy. The overwhelming first impression was that of composure. The oversized tubing and 40mm slick tyres give it a solid, almost overbuilt character — again, amplified due to the small size. It carries speed well once you’re rolling and feels confident in smooth curves, but it doesn’t spring forward when you press on the pedals or punch up hills. It prioritises momentum and stability over instant acceleration. It’s not until you really put the hammer down that it comes alive. In that sense, it would indeed favour an Unbound-like course, except that 40mm tyres are far too narrow for most American gravel races.

I couldn’t shake the feeling that something was holding it back. Switching to 32mm tyres did bring out more of its potential, making it faster to accelerate and more responsive overall. I’d say 32–35 mm tyres may be the Surveyor’s sweet spot, a range where it feels responsive, capable and perfectly content to devour endless miles of rough pavement and light gravel.

I’d venture that much of the Surveyor’s muted ride feel had to do with the build I received as well. My test bike tipped the scales at just over 19 lb (8.6 kg), which, for a small bike, is weightier than expected. For comparison, it’s about 1.8 pounds heavier than my custom titanium all-road from Hot Salad. The weight wasn’t coming from the carbon frame, ENVE cockpit or SES 3.4 wheels, but rather from the TRP Vistar / Classified system. The Classified rear hub alone weighs around 480 g, and when combined with the derailleur, shifters and brakes, the setup outweighs high-end 2× groupsets. I do quite like the feel of the Vistar hoods, the braking power and the shifting benefits of the Classified Powershift hub, but for smaller riders, especially, the extra mass dampens some of the bike’s personality.

Overall, the Surveyor feels more grounded than lively, more composed than reactive. It rewards smooth, steady power and long, flowing efforts rather than short bursts and quick directional changes. In short, it’s a bike that feels happiest stretching its legs on wide open roads and fast gravel.

Value and Verdict

At US $13,635, the Surveyor sits squarely among the most premium all-road offerings from major brands. But none of those bikes are designed, engineered and built entirely in North America. That alone makes it stand out.

The only real comparison that comes to mind is Argonaut Cycles, based in Bend, Oregon, another boutique brand producing fully domestic carbon bikes. But even Argonaut’s stock-size models start at a significantly higher price point. In the realm of high-end, handmade bikes, the Bridge Bike Works is actually more attainable than most, especially the frameset option, which retails for US $4,645 / CA $6,500 / £3,485 and includes a Wolf Tooth headset, axles, UDH hanger and seat collar. For comparison, the mass-produced (Taiwan-made) Specialized S-Works Roubaix SL8 frameset sells for US $4,499.99.

For riders drawn to craftsmanship, originality and domestic production, there’s good value here. The Surveyor is a statement piece. A bike that rides with confidence, showcases rare craftsmanship and turns heads wherever it goes. It’s not the lightest or liveliest all-road bike I’ve ridden, but it’s certainly one of the more distinctive.

Buy if: you want to support handmade Canadian manufacturing, own a bike no one else on the group ride will have, and prefer a stable, composed ride across rough pavement and light gravel.

After several weeks of riding, I’m still not entirely sure what to make of Mason’s ISO adventure/gravel bike. I've tested a few of the best gravel bikes over recent years and they've all been pseudo race bikes. Light weight carbon frames, v-section carbon wheels and a dialled in ride position similar to the road bikes I get to ride.

The ISO 2 is none of these things, and proudly so. This is a bike made for long-haul adventure. Ready to be loaded up and ridden far and wide over any terrain. An Italian-made steel frame with chunky 29” tyres, a ton of clearance and covered in mounting points - from the outset, this bike was always going to be a little bit different.

Mason ISO2 - Construction

First things first, this bike is big. Really big, and its geometry is nothing like a standard road or gravel bike. I tested the 50cm frame which had a bottom bracket that sits 27cm off the ground and a standover height at the centre of the top tube of 81cm. 90.3cm at the point it joins the headtube.

That’s almost the height of the handlebars on any road bike I ride. The centre of the saddle put by backside six centimetres higher in the air than the 54cm Specialized Tarmac I’m riding, and with a Tailfin aero pack on the back, I struggled to swing my leg over the saddle.

The top of the bars sit 101cm off the ground (10cm higher than my road bike) while the 51.5cm reach with less than one centimetre of drop from saddle to bars gives an upright riding position that also feels high off the road. While this took a little getting used to, it wasn’t unpleasant. It was easier on my back and neck, and strange as it might sound, probably slowed me down a little by forcing me to sit up. I spent more time looking around me, rather than hunching down and pushing on the pedals.

But it’s the wheels, perhaps even the tyres, that really standout. The 29-inch Vittoria Mezcals are mtb tyres, and they’re apparently taking the US gravel racing scene by storm. Their volume is another factor in raising this bike and the rider a long way off the ground. They role on Hunt Trailwide wheels that come with 30mm internal rim with and Boost hubs - the standard, wider axle designed to increase rigidity of 29” in MTB wheels.

The frame is built in Padau, Italy by specialists who came recommended by Colombus tubing and have previously worked with De Rosa. All but the seat tube are made Dedacciai Zero, custom formed for Mason. The seat tube is Reynolds UK 853 steel, chosen as it's the toughest material with which to make a thin tube to accomodate the 31.6mm seat pin.

There’s no doubt in my mind that this is the best material for a bike like this. While I never ventured far from home, if you were riding across continents (lucky you), you can do so safe in the knowledge that steel can both take a few knocks and be repaired in any workshop in the world by a competent mechanic with some welding gear.

The bike came with a mix of Shimano GRX and Deore components, including Deore 165cm cranks and a 1X 32x10/51 cassette. The GRX rear mech is UDH while the disc rotors are 180 up front and 160 at the rear.

Unique to Mason is the Shutter fender bolted to the fork crown. This keeps mud from flicking up around the bars and headset, and with mounting straps it can hold up to two kilos of kit. It’s a bit of a squeeze to load that and have a bar bag in place, but it can be done - depending on the size of your bar bag. I found my Alpina bar bag was too deep to fit much, if anything, underneath. Mason also has a small steel rack that can be specced in this position that holds a little more and has light mounts.

Mason ISO2 - The Ride

My first ride came as a bit of a shock. Out of my street, a quick left and a right takes me straight up onto the North Downs with a gradient that hits 20% in places. It’s not a fast ascent on any bike, but boy did this feel slow. ‘Am I actually moving forwards’ slow.

Increasing tyre pressure to around 50psi helped on subsequent rides, but the width and tread of the Mezcals means long road climbs are a real slog on this bike. On previous gravel bikes I’ve tested I’ve swapped the tyres out for a file tread, like the Panaracer Gravel King, but the 30mm internal rim width on these Hunt wheels means it’s MTB tyres only for the ISO, limiting tyre choice.

I started to question the spec. Rolling along brideways or over fields, they were fine, but not noticeably better than a set of gravel tyres on 700c rims. It wasn’t until I hit a steep, loose, rooty climb that I discovered the benefit of this set up. These wheels roll over almost anything. Rooty step-ups, loose gravel in a washed out ditch, even the more gnarly descents were made noticeably easier. There was almost nothing that stopped them. At least nothing I was brave enough to tackle.

The high, upright riding position combined with slack head tube (69 degrees) only added to the ISO’s sure-footedness. Meanwhile the nine centimetre stem and short reach gave me a sense of nimbleness to the steering. A superb combination over difficult terrain.

Conclusion

Some people are now using gravel bikes as their winter bikes, which makes perfect sense. They’re fast enough to keep up with a group and offer a bit more robustness on small lanes or back roads strewn with gravel, leaves and plagued with broken surfaces. However, this isn’t that bike. The ISO2 is made for proper exploration.

It’s a Toyota Land Cruiser to your Range Rover Evoque. A true off road machine that gave the impression it could handle anything I could throw at it. If you’re into gravel racing the Mason Bokeh is better, but if you’re lucky enough to have the time and freedom to head off into the unknown and want a bike that’s up to the challenge, you won’t go far wrong.

Specialized has updated its Diverge gravel bike, moving away from its STR rear suspension system and toward a more neutral but compliant frame design.

First seen at Unbound Gravel in May, the bike retains its Future Shock 3.0, with 20 mm of travel stored in the steerer tube, while the seat post is designed to deflect backward over the roughest terrain. This post creates a balanced bump dampening without adding the weight and moving parts of the Future Shock Rear suspension system as seen in the STR models.

While the bike is clearly designed to emphasize comfort and compliance over true racing construction and spec, it is modern in its 50mm tyre clearance, it remains decently lightweight, and handled very well on the mix of the roads and light trails of Phoenix, Arizona, where I had my first outings of the new bike.

“We engineered this bike with input from racers, adventure riders, and scientists. It’s the most versatile Diverge ever,” says Luke Callahan, Specialized's lead engineer for the new bike.

Of course, that statement isn’t anything new. Specialized has always positioned the Diverge as the do-it-all machine. However, by shedding weight, retaining rear compliance, and boosting the tyre clearance by three millimetres in the front and rear, the new Diverge certainly seems like it is keeping pace with the other options from the big brands.

While the changes may seem small, they showcase where the market is headed in the coming years: gravel has a split identity, and the choice between do-it-all machines and gravel-specific bikes will only become more pronounced.

Let's get into all the details.

Tweaking compliance

The Diverge 4 seems to be two steps forward and one step back when it comes to the balancing act of addressing the need for compliance while keeping the weight down and the handling responsive.

The step back, in my opinion, is losing the Future Shock Rear. It was by far the most hyped design element of the previous iteration of the Diverge, but also its most controversial. Rear suspension is gone entirely, with the seat stay, seat tube, and top tube coming together in a way that looks in line with the brand's tendency to build around slightly dropped seat stays and a traditional seat clamp.

The first step forward, as a way to address rear-end compliance, is the addition of the Roval Terra seat post. The offering from Specialized’s sub-brand is a compliant seat-post that provides a small, but significant, 18mm of rear deflection. Pair that post with the front Future Shock, and the bike offers 20mm of “suspension” to smooth out most bumps and imperfections found on most gravel roads.

The second step forward is the significant increase in tyre clearance. The posted clearance for the bike is 50mm in the front and the rear, however, Specialized suggests that a 2.2 tyre could fit in the frame just fine. We will get into the downstream effects of this clearance in the next section, but the increase in clearance is a welcome addition to a bike that prides itself on versatility.

Building geometry around the modern trends

The Diverge 4 takes an off-road-riding first approach with a geometry that design around big tyres, comfort and stable handling over rough terrain.

Most notably, the front end is slacker and the reach is longer than its predecessors, gearing the steering more towards the mountain bike side of things. This encourages riders to run shorter stems to balance out a shallower head tube angle that provides that smooth, stable platform.

At the rear, Specialized has lengthened the chainstay to improve clearance and balance weight distribution. In gravel bike design, chainstay length is a major point of division: brands like Ventum and Pivot prioritise keeping the chainstay as short as possible, even with slack geometry, while others, like Allied, take a more flexible approach. With a 430 mm chainstay, the Specialized Diverge falls into the latter camp.

From my initial rides with 45mm tyres, the bike doesn’t feel unwieldy by any means. The balanced feeling of the height is quite nice to have on the road, especially when you want a predictable feeling, even if the steering is generally slower.

Lastly, the Diverge has lowered its bottom bracket. On some bikes, this can be a big adjustment, but with the bike built around bigger tyres, this move to lower the bottom bracket is more of a corrective move toward keeping the same stand over height than any progressive change in frame geography.

Ride feel

Right off the bat, the bike’s length, both in reach and wheelbase, stands out as the main takeaway. With the Future Shock suspension raising the bars higher than usual, that extra length is a welcome balance. The higher, longer position feels powerful and racey enough for the gravel riding I do. It wasn’t close to my road position, but that’s not necessarily a bad thing. This bike isn’t meant to be a do-it-all machine: it’s a gravel bike designed very specifically for gravel roads, trails and tracks.

Gravel is an interesting discipline in cycling because end-use design can make or break how a bike fits a rider’s needs. Many riders want their gravel bike to be a “quiver killer,” one that can handle a bit of everything. The Diverge isn’t that. It’s not a gravel bike for the gravel generalist who sees gravel as a blend of road, dirt and everything in between. That’s the Crux’s territory. The Diverge trades that versatility for something more focused; a design tuned specifically for off-road performance.

And in that focus, it truly excels. It’s hard to find fault with how the geometry translates once you get it on dirt.

Over the month I spent riding it, I tried to cover as much of the Sonoran Desert’s terrain as possible: road group rides, smooth gravel stretches, sandy and beaten-up jeep roads, rocky two-track and slick, twisting singletrack. On one ride, I even threw in an enduro mountain bike trail just to see how far the long wheelbase and stable frame could be pushed.

Through all that experimenting, one feeling kept surfacing: joy. The Diverge gave me a strong sense of security on everything I threw at it. That confidence quickly turned into speed as I learned how well the bike held traction, smoothed bumps, and handled drops and rocks that would trip up a tighter, snappier gravel bike. With its long wheelbase, low bottom bracket and generous clearance, it felt like a freight train on wheels, ploughing through fast corners on the loosest gravel you could imagine.

Where it did falter was at slower speeds. In tighter turns or technical bits where precision matters, getting the front wheel exactly where I wanted was harder. The rear end tracked differently, too, making some corners tricky to nail. But that’s the inevitable trade-off of this geometry, but for this bike, it makes perfect sense. The payoff is a machine that can blast through loose and rocky sections with unshakable composure, its stability and dampening systems working together to keep momentum alive when it counts.

Then there’s the Future Shock. Like many, I was sceptical at first. It adds weight, complicates bike fits, forces external cable routing, and changes the bike’s feel on pavement. But after a month of riding, my opinion completely flipped.

This bike is built around one core principle: stability and security on dirt. Period. Specialized made a conscious decision to lean into gravel’s demands, building a bike for riders who live for it — even if that means losing some who don’t. The Future Shock is central to that idea. It’s a subtle but effective bit of suspension that fades into the background after a few rides. Within a week, I left it open full-time, even on pavement. It just made the bike feel better everywhere.

Excellent bike once you swap out the tyres

The Diverge 4 comes in eight different build specs, ranging from the top-flight Diverge 4 Pro LTD ($10,499/£8,499), with its bright red paint job that Matt Beers and Sofia Gomez-Villafane have been riding this summer, down to the aluminium Diverge 4 Sport Alloy model ($2,099/£1,999).

I tested the second-highest spec, which is the Diverge 4 Pro. Priced at $7,999/£6,999, the bike comes stock with a new SRAM Force AXS XPLR groupset complete with a Quarq powermeter, a 40t chainring and Roval Terra CL wheels wrapped in 45mm Specialized Tracer tyres.

While the frame was exciting, different and a genuine improvement for Specialized, the spec list had a few choices that are a tad baffling, and diminished the ride quality and initial impression of the bike somewhat. First and foremost are the tyres.

Specialized specs the bike with their 45mm Tracer tyre, which is fairly standard for gravel bikes these days, but does no favours for a bike that seemed designed for much bigger tyres. The impact is three-fold:

1.) The shorter height of the tyre is contradictory to the overall design of the bike, making it generally feel awkward, especially off-road
2.) The Diverge 4 isn’t designed for terrain where a 45mm tyre would be faster than a 50mm option; and
3.) The lower height of the bike reduces the pedal clearance to the point where pedal striking is a major issue.

The selected crank arm length exacerbates the pedal clearance issue. At 172.5 for size 54 and 56 bikes, 170mm cranks for 52cm frames, and 175mm for larger frames, the cranks are not only disconnected from the trends in bike fitting, but also disconnected from the overall geometry of the bike. It is a hard spec to justify across the board. For me, the cost was significant because repeated pedal strikes ended up breaking my Garmin Rally Power Pedals, which I was using to cross-reference power data.

All of this is a good reason to make the quick change to bigger tyres. The first move I made was to replace the 45mm Tracer tyre with Specialized 50mm Terra tyre. The Terra is a very popular option for Specialized’s pro racers, and that is for good reason. The tyre is affordable, fast and provides the right kind of traction for riding the Diverge excels in.

That being said, the bike felt at its best when the tyre size was pushed to the max with the Continental Dubnital 2.2s. I won’t write a full review here, but with those tyres on, the bike feels like it can fully maximise its potential as the ultimate gravel rig for chunky off-road riding.

Of course, muddy conditions will limit just how big you can or should go before you're risking scratching up your frame, but I'd recommend 50mm tyres at a minimum.

Specialized did make some nice spec choices when it came to the touch points. The bike feels premium. Yes, at this price point, one would expect the full-carbon finishing kit and wheel, but what stood out was the addition of the Power with Mirror saddle. Too often, companies skimp on the saddle, assuming people will swap it out. While this is mostly true, Specialized puts its best foot forward with the premier saddle offering that immediately made me feel at home on the bike.

Especially as an off-road option, having a solid and comfortable connection is vital to the ride experience. Anything less would have been disappointing from a company that has the capacity to provide that experience with their stock builds at a reduced rate. So, chapeau to that!

Verdict

The Diverge builds on its own legacy while boldly redefining what a gravel bike can be in 2025. It’s not for everyone, and if you're looking for a gravel bike that can tackle pavement and gravel with equal capability, then perhaps the Specialized Crux is a better option for you. But for riders who spend the vast majority of their riding in the dirt, its focus is a gift.

What began as skepticism over a few design choices turned into genuine admiration as the miles piled up. The Diverge delivers joy through stability and a sense of unstoppable momentum. With its long wheelbase, low bottom bracket and generous clearance, it feels like a freight train on gravel — fast, confident and composed. Once fitted with bigger tyres, it becomes an outstanding companion for riders who spend most of their time off-road. It's genuinely an exciting bike in a category that continues to evolve with every model year.

Specs:

• Frame: Specialized Diverge 4
• Groupset: SRAM Force XPLR AXS
• Power Meter: Yes
• Wheels: Roval Terra CLX II
• Tyres: Specialized Tracer, 45mm (pictured with Continental Dubnital 2.2s)
• Bar: Specialized Rapide Carbon, 38cm
• Stem: Specialized, 120mm
• Seatpost: Roval Terra
• Saddle: Specialized Power Pro with Mirror
• Weight: 20.5 pounds as pictured with Continental Dubnital 2.2s
• Size tested: 56cm
• RRP: $7,999/£6,999

Tern’s range of e-bikes is one of the most diverse you’ll find, including folding bikes with various wheel sizes, hybrids, pseudo beach cruisers and, at the heart of the range, the cargo bikes. The majority of their bikes share two traits: low step-over height and flat bars.

These make all their bikes pleasingly accessible as do all the extra features that help make them easy to ride and live with - important when it comes to cargo bikes which are typically big, heavy, and require space to store.

With the school run in mind, I tested the £5,900 (not including accessories) GSD S10 Gen 3, their top-of-the-S10-range e-cargo bike. The R14 range which features the same frame will set you back even more, thanks to a Rohloff speedhub gear system and belt drive transmission.

All their GSD bikes are a similar compact design with different specs. This S10 step-through bike comfortably squeezed two passengers and the rider onto a 135cm long wheelbase. Quite incredibly for a bike that carries three people and baggage, that’s just 36cm longer than most 6.9kg, carbon fibre race bikes.

THE BUILD

The bright blue, step-through 6061 aluminium frame at the heart of the bike somewhat resembles the Forth Bridge, perhaps because it’s similarly built for heavy lifting. And I do mean heavy. The rider weight limit is 130kg, while the rear rack limit is 100kg. Our S10 also came with a front rack and had an overall system weight of 310kg, meaning this bike can happily trundle along with almost a third of a tonne weighing it down.

Having ridden it for a few months, I don’t doubt its capacity to carry that much weight (and probably a bit more if anyone was willing, or able, to test it), but I suspect the battery wouldn’t last long, especially around me, where you’re never far from a 15-20% hill.

Ours came with a rear rack bolted to the back of the frame above the rear wheel and two seat pads for the passengers. Attached to the frame in eight places, it has separate, fold-up foot rests, and velcro attachments for the seat pads. The pads and many other accessories come as extras, allowing you to build the bike for your needs. (More on this later.) But remember to allow for this when looking through the prices.

A compact bike needs a set of compact wheels. The GSD comes with 20 inch Atlas 36 wheels built with 32 spokes. Atlas is Tern’s in-house wheel brand which ran perfectly well on the 2.35 inch wide Schwalbe Pick-up cargo-ready tyres, which themselves are built to carry a big load, each boasting a 125kg limit.

You might think rolling along on wheels you’d normally find on a kids' bike (my eight-year-old daughter rides a Woom bike with 20-inch wheels) might make for a twitchy ride, but, like me, you’d be wrong. They’re perfectly suited to the low speeds a bike like this is ridden at and makes it more maneuverable than a front-loading bike, like the Raleigh stride 3, or the slightly longer Specialized Porto.

The only, very minor, downside of the smaller wheels was descending on bridleways when compared to bigger wheels. I’d been riding the Specialized Porto with 700c wheels beforehand, and the Tern wasn’t quite as surefooted on loose surfaces. But I don’t think many people will be buying this bike to tackle rough terrain.

What does help over bumps and poor surfaces is the suspension. The GSD comes with a set of Suntour suspension forks with 70mm of travel, and a Cane Creek Thudbuster seatpost. As well as softening the hard hits, the forks made it more intuitive to ride out of the saddle up a hill, as the front end moves in tune with your weight as it rocks from side to side.

Although you’re never going to hit high speeds on the GSD, you still need some serious stopping power when you consider the weight of the bike. An adult, two children and some shopping bags could easily amount to 100kg plus. 203mm rotors with four-piston, double pad hydraulic Magura callipers provide this, and, in a first for me, the bike comes with an Anti-Lock Braking System (ABS), making it impossible to lock up the front wheel.

At least I didn’t manage it, despite multiple attempts. I thought I had as I slammed on the front brake (on dry tarmac) and came to a stop with a noticable judder, but technically, ABS should only activate if it detects the wheel skidding. A quick scan of the ride stats in Bosch’s Flow app showed (on a very short test run) I’d braked 26 times with no activations of the ABS system.

There’s some clever tech in this system that’s best explained via Bosch’s own videos that can be found on YouTube. And for anyone who wants more information on their own braking performance, the Bosch system can give stats on braking time and distance. All extremely clever and useful for improving DH MTB performance, but in all honesty, I didn’t feel the need to analyse this data after our 1.4-mile school run.

TERN GSD CARRYING CAPACITY AND ACCESSORIES

The upright nature of the riding position means most of the bike's horizontal surface area is given over to storage, whether that be kit or kids. The short wheelbase is only part of the story of course, as the whole bike is longer. Front to back, it measures 192cm. Of that, the front rack takes up 33cm in space and the cage at the back is 70cm long.

It’s the rear rack that is the most adaptable part of this bike, with countless ways to set up what Tern calls The Clubhouse.

It can be a simple rack for those just transporting ‘stuff’, it can take one or two young kids with rigid child seats bolted inside the handhold cage, two older kids with seat pads inside the cage, one young kid and one old kid, a seat for an adult and you can even get ride along bars to mount behind the saddle or a tent-like structure for complete coverage. Oh, and there’s a trailer available too.

I tested the GSD S10 with two seat pads, a handhold cage and stow deck all covered by the Stormbox. I took this off as the weather improved, but despite the fact the Stormbox made it a little harder for my kids to get in and out of unsupervised, they preferred having that extra layer of protection the it offered. It also had four pockets inside for water bottles, which came in handy.

70cm doesn’t seem like much, but it was enough for my five and eight-year-old to fit in. It’s a bit of a squeeze and they have to mind where they put their feet, and how much they move their heads around (so as not to bonk each other with their helmets) but it only caused the occasional argument. There is an optional u-shaped bar that fixes to the back of the cage allowing the rear passenger some space to lean back a few inches.

The front and back bars of the handhold cage protruded further than the side bar, which importantly offers little hands some protection in the event of a sideways tumble. Their left foot is also protected from overheating brakes with a metal guard covering the rear caliper.

Up front, we had the transporter rack with a WeatherTop bag. A semi-rigid bag that will hold a lot of shopping, or a couple of school bags, and has a flap that goes over the top to protect contents from the rain. This will set you back an extra £145, however. Like I said, keep the prices in mind when choosing your extras

ELECTRONICS AND OTHER TECH

The GSD is powered by a Bosch Cargo Line motor with 85nm of torque and a Bosch Powerpack 545 battery. The 545 stands for the battery’s ‘watt hours’, the standard measure of an e-bike's capacity. The bigger the wh, the more power your battery can store, and then deliver through the motor. The higher the motor's torque, the better it is able to put the battery's power into action.

Both the battery size and torque are standar size for a cargo bike (some use 400wh batteries and lack power as a result) as power trumps weight. There’s room for a second battery to be added if you think range might be an issue. Range, of course, being a hard thing to pin down. The battery takes several hours to fully charge (I typically left it on overnight, confident of the fact it wasn’t a cheap Chinese import off of some dodgy website) and lasted anything from 15km to 36km.

A battery’s range depends on how and where you use it. The power assist level you choose, the hills you do or don’t ride, how hard you ride, and how much you carry all feed into the equation. The system's efficiency comes into play here as well, and is impossible to rate in an objective manner. As Bosch is the biggest player in the e-bike market, we can ride their systems with a good deal of confidence.

Essentially, the harder you ask your battery to work, the lower the range and vice versa. But it’s something you get used to over time, and the battery life and predicted range can be viewed on the Kiosk 300 display which is easy to scroll through

The Kiosk display is part of the Bosch ecosystem showing simple metrics like speed or time, but also more involved data such as rider power and braking distance. The display is controlled by the buttons on the unit to the side of the left-hand grip where you can also scroll through power assist modes and turn the system off and on. The display can also be mirrored on your smartphone via the Bosch Flow app.

The front and rear lights run off the battery, as does the brake light. One other thing that affects the range is whether or not you use it to charge your phone. Yes there’s a USB-C charging port just above the bottom bracket.

For security, it comes with an Abus frame lock that goes through the front wheel, and even if that isn’t locked, the bike can’t be ridden if the key isn’t in the lock. Top tip. Make a note of the key's serial number and do not lose it. Bosch’s Flow app also has an anti-theft alarm, although you do have to subscribe to use this.

I have to mention the kickstand. It’s nice and solid, allowing kids to climb in and out of the clubhouse - carefully - without risk of the bike toppling over. The rubberized feet meant it didn’t get scuffed or scratched, and you can’t roll the bike off the stand without first engaging thumbshift lever on the bars.

RIDING AND LIVING WITH THE TERN GSD

Perhaps the best commendation for the GSD’s ride-ability is that my non-riding partner hopped on it and rode off without any problems. The low step-through height of the frame makes it easy to get on and off, and the riding position is easy to adjust. The Cane Creek seat post slots into a sleeve, that slots into the frame, giving double the extension, while the handlebars rotate by releasing two big quick-release skewers either side of the stem. There's enough adjustment built into it that Tern only produce this bike in one size, happy that it will fit everyone.

Once rolling, the ride is nicely balanced with a low centre of gravity and relaxed, upright riding position. As long as you get your foot down as soon as you stop, it’s easy to keep the bike upright when at a standstill, even with two passengers whose weight naturally raises the centre of gravity. Passengers leaning to one side does affect the steering and balance, but I never felt like the bike was at risk of toppling over.

Anyone who has ridden a Bosch based e-bike will know how easy and instinctive they are to ride. Anyone who hasn’t ridden one will be pleasantly surprised when they do. The assistance (limited by law to 15.5mph) was set to kick in at low speeds when riding in a small gear and slightly higher in the power phase in a bigger gear as it picks up on your input.

All this can be adjusted in the Bosch Flow app, but the basic settings will suit most people as they did me. The range goes from Eco, Tour, Auto and Cargo. I spent most of my time in Auto setting which adapts to your riding, only switching to cargo when approaching a long or steep hill.

The motor's input is smooth throughout the pedal stroke, no matter what mode you're in, or terrain you're riding. There are no sudden surges as you accelerate and when it backs off it does so without any sudden kick back in speed.

The best thing about the GSD is that it feels like you're riding at a good speed. Unlike the Raleigh Stride 3 that was painfully slow on climbs, the GSD is easy to get up to a good speed, in part thanks to torque that delivers plenty of power low in the phase and keeps it on higher up the speed range which you need on a steep climb.

Bike handling is solid and reliable and all the controls, from gears to lights to power ranges, are at your fingertips.

With a background in commuter bikes, Tern know a thing or two about making bikes easy, or easier, to live with. Neat trick number one is the ability to store this bike in an upright position. The handhold rack and heavy rubber pad at the back of the frame (below the brake light) are designed to give a stable base. I wouldn’t say it’s easy to lift the front wheel up due to the bike’s weight, and you wouldn’t want people brushing past it, but it does takes up a lot less floor space.

The handlebars can also be stowed by releasing the clamp just above the headtube, lowering them down and holding them in position with a rubber strap on the downtube. This reduces the width, handy if kept in a hallway, or anywhere people are likely to be walking past it.

CONCLUSION

While not cheap, the GSD is great fun to ride, packed with tech that makes it easy to ride and easier to store, and can be built to suit your needs, whatever they may be. The range of accessories really is extraordinary, meaning you can use this for pretty much anything you can think of, and the little touches, features and inbuilt tech show Tern’s design team know what their customers need. A standard chain and rear mech that’s tucked away behind guards and framework - and the fact the bike can’t be lifted into a stand - does mean drivetrain maintenance is not easy. But if spending thousands on a bike such as this, I would recommend an annual service as a bare minimum.

Specification

The bike
Frame: Tern GSD 6061-AL Multi-truss design
Fork: Suntour suspension fork (70mm travel)
Wheels: Tern Atlas heavy duty 36mm rims on Tern Atlas hubs
Seatpost: Tern telescopic + Cane Creek Thudbuster
Handlbar: Tern Sweep
Saddle: Tern GSD
Brakes: Magura MT-C ABS 4-piston hydraulic
Gears: Shimano Deore 1 x 10spd

Electronics
Motor: Bosch Cargo Line (400% assist)
Battery: Bosch 545 Powerpack
Display: Bosch Kiosk
Charger: 220V, 4A
Lights: Ignis front light, RearStop brake light
Onboard charging: USB-C

Accessories
Frame lock: Abus
Kickstand: Atlas Lockstand

When Surly rolled out the Straggler in 2014, it blurred the lines between categories. On paper, it looked like a close cousin to the cyclocross-ready Cross Check, but it also incorporated looks and features from the Midnight Special and the Preamble.

In hindsight, the Straggler may have been ahead of its time, foreshadowing the now-booming All-Road category.

At its core, the Straggler is a steel all-road/gravel bike built for versatility. A true n-1 steed, the Straggler was designed to handle everything from light bikepacking to weekday commutes, and pretty much anything in between. It’s ready to disappear into the woods for a week, but it also looks like it might have a mixtape and a flask in the frame bag.

The latest update streamlines the Straggler lineup with fewer frame sizes and build options, likely to sharpen the distinction between models and simplify Surly’s broader range. The redesign also tackles a long-standing challenge: improving fit and stability for smaller riders.

I tested the new Straggler (size 49) on a ride from Telluride to Moab, a route that threw nearly every surface imaginable at it, including dirt, hardpack, loose rock, mud, pavement and even sand. After a series of long days with plenty of vert, here's how the new Straggler handled.

Construction & main features:

For the past decade, the Straggler has held its place as a timeless, steel-framed, dirtbag dream machine.

Earlier versions used a completely horizontal top tube, which forced riders with shorter inseams to size down for adequate standover clearance. The latest redesign simplifies the size and build lineup, introducing a slightly sloped top tube that improves standover height for smaller riders like myself.

The lowered seat tube also allows room for longer dropper posts. Surly adjusted the geometry further by increasing the bottom bracket drop for a lower centre of gravity and a more stable ride, and by raising the stack so the rider sits in a more upright, comfortable position.

The size range has been pared to eight options, and wheel sizes are now matched to frame size. Sizes 46–52 come with 650b wheels and 45 mm tires, while sizes 54–64 run 700c wheels with 47 mm tires. The smallest sizes are gone, with sizes 36 and 42 now discontinued. At 5’2”, I was especially curious how the new build would feel on 650b wheels, since some bikes that size leave me feeling cramped or oddly low. The Straggler’s geometry nailed it: the frame felt stable, balanced, and proportionate to the wheels, without making it awkward to stand over or put a foot down.

Specs:

• Frame and fork material: 4130 steel
• Tires: Teravail Washburn 650b x 47 (sizes 46-52), Teravail Washburn 700c x 45 (sizes 54-64)
• Clearance: Up to 50mm without fenders (47mm with)
• Chainring: 46/30 (also available as a 1x)
• Shifting: Shimano GRX 610
• Brakes: Shimano GRX (160mm)
• Cassette: 11-36
• Mount capabilities: Braze-ons for front and rear fenders and racks, and three bottle cages
• Price: $2,499 / £2,149.99

The Ride:

I’ve ridden the Straggler around town as well as on a week-long bike trip from Colorado into Utah.

It was geared well for long days with 5,000 feet of gravel climbing and just as ready for bombing down paved descents. After hours in the saddle, the Straggler kept the ride smooth enough that my legs and lower back never cried for mercy, which is a big win on any multi-day trip.

With flared bars, wide tyres and a dropper post, it felt planted and confident on steep, loose descents and corners. On rockier, chunkier sections, though, I started to feel its limits. With no suspension, much of the Straggler’s smoothness and vibration-damping comes from the steel frame, your choice of tyres and from your own knees and elbows, which the bike gives you plenty of room to use.

The Straggler understands why we ride gravel bikes in the first place. Sure, we could stick to a road bike for pavement, a ’cross bike for dirt and a hardtail for singletrack, but choosing a gravel bike instead is about embracing a certain spirit. An all-road bike feels more adventurous, more come-what-may. You could set out on the Straggler with a tidy road loop in mind, only to find its playfulness nudging you off-course mid-ride.

I never felt like I was dragging it around. The Straggler wants to climb, and it wants to wander. Its smooth ride and nimble handling felt right at home on gravel roads, while its geometry and wide bars invited detours onto trails to see how far it could be pushed. And maybe speed is relative, or even an illusion created by comfort, stability, and flow, but contrary to its name, the Straggler felt pretty fast.

Value & Conclusion:

At the end of the day, the Straggler has always been the bike that a whole spectrum of cyclists use for all kinds of adventures and errands–it’s versatile, it’s dependable, and it’s really fun. This new version is all of that, with just a bit more inclusivity for riders under 5’3” who want to push the limits of a fully-rigid bike (and not have it feel like overkill to ride to a coffee date either).

I’ve ridden some top-flight gravel bikes that were so light and jittery they made me feel like I was just doing some very expensive under-biking on washboard roads. Those models made me think I didn’t like riding gravel bikes. But the ride quality, versatility, and fit of this scrappy little wild card convinced me I do. I really, really do.

The new Cervélo S5 landed this summer, rather overshadowed by Factor’s new prototype aero bike, which remains unreleased at the time of going to press. The Factor, with its wider set fork legs and bare black carbon, strolled into the light in Lille, with an air of mystery, stealing the gaze of the media and fans alike. It must have been galling for the engineers at Cervélo to be upstaged by a bike which, by definition, wasn’t even finished yet.

Dressed in more mainstream aero attire, the subtle updates to the new S5 were just an evolution of the previous version, already one of the best aero road bikes, and if you were to squint, you’d struggle to see the differences. It was, we dare say, conservative in comparison.

Construction

However, there are differences, 6.3 watts of them in fact, making it faster than the already excellent old model, according to the press material. It’s also a not insignificant 124g lighter. Up close and personal with the revised S5, you start to appreciate the changes.

The fork now features a bow-like intake scoop in place of the closed older design, encouraging air in and over the tyre and not around the crown as before. The bars, though similar looking to the last version, have been updated for further watt savings whilst also being lower in weight.

Even the seat post has been subtly updated. It’s narrower now, with a modification at the top of the leading edge of the post, presumably shielding the air over and around the hardware. The rear end is, at first glance, still in the Vroomen-White design school, where the seat post closely tracks the circumference of the wheel before darting upwards and almost forward.

The rear end itself is now fascinatingly asymmetrical, hiding more of the tyre. A lower BB drop of 72mm allows the expanded but familiar, edged aero sections of the bottom bracket cluster to dip lower into the wind, yet somehow perform better.

So it’s fast on paper, but what about the specs?

Well, it’s a very expensive bike, at an otherworldly £12,000, so you’d expect the very best kit, and Cervelo relies on its excellent Reserve wheelset here, in 57mm and 64mm depth, shod in Vittoria Corsa Pro TLR tyres in 29mm. The wheels use DT Swiss’s 180 hub, which is lighter than the 240 and uses ceramic bearings. They’re laced with 24 Aerolite spokes - a sensible number - and tip the scales at just over 1.5kg (1554g). Measuring 25mm wide up front, and 24mm wide at the rear, they are also hooked. The wheel rim profile has been redesigned to work with the S5 and you can fit 34mm tyres in the frame.

The groupset on this bike is unusual in that it’s Sram Red 1x XPLR, usually more suitable for gravel. But here, where dispensing with rings and a front mech gives an aero advantage, I can see why it’s available. For me, this kind of set-up lacks the immediacy and closeness of a shift made in the middle of a regular block, to make minor adjustments to my cadence. I prefer a close ratio gear set-up for this reason.

The ride

In practice, I could not find fault with the shifting, and it will make sense to many. My colleague, Jamie Williams, recently ran the numbers using this very same system, and by the time you remove duplicates in a 2x system, the feeling of having fewer closer gears is more prominent than the reality. It was fair to say that I did fairly quickly get used to it and really enjoyed the flappy-paddle, one-for-up, one-for-down feeling that I do love from Sram set ups anyway. Braking on the new generation of Sram groupsets is obscenely good and was faultless on test.

One issue that needs further investigation and feels like a Sram problem, rather than something specific to Cervélo or the S5, is the drag apparent in the system in the lowest gears. In the largest two sprockets out back there is discernible resistance at the pedal. The rear end of this bike is short at 405mm, and the SRAM red chain is laterally very stiff, with a rear mech very close to the cassette and solidly fixed in what used to be a soft or damped position in older systems. Any one of these issues could be causing the problem. We’ll look into it and report back in more detail in another article. For now, we can’t ignore it as part of the review.

One area where you can’t argue with Cervélo’s choices, is in the engineering department for this frame. Not only is it objectively the slipperiest frame I’ve ridden all year, it is also now, discernibly less portly than the old bike, by 124g. This build is just over 7.5kg.

How? By tweaking almost everything. It’s lost some bolts in the handlebars, losing some adjustability in the process, and everything front to back is narrower from the head tube to the seat post. On the subject of bars, the widest they offer is 40cm centre to centre, so bear that in mind if you’re broad, but it's appropriate for the type of bike this is. Stems go out to 120mm, but you’ll need to pay to change the spec if you do need a different stem bar combo so do check the fit for the size of frame you need.

The bars themselves whilst lighter, feel just right in use, with a subtle flare on the drops, making it an easy place to hang out, and the manta-ray-esque mouth gives a nice variety to the hand positions without ever feeling in the way.

The seat post features a simpler clamp, and has a little rubber cap, and all worked well for the duration of the test. The seat post does come in a lay back version (-15mm), but I’m told you have to buy that. A bike at this price point really should have some options in the fit department at point of sale. The frame uses a version of UDH, in Cervélo’s own design. It saves a gram, and looks cool, but it’s all essentially just a nice looking UDH set-up.

Cervélo has done an exceptional job in finding much higher levels of sophistication in S5’s ride quality. For me, the old bike was not comfortable at all, especially at the rear end. When you have chunky seat posts in any bike, and then do away with a fork steerer, add a bar set up like this, and with all that carbon in the fork, it shouldn’t be comfortable at all. But it is, and that’s a triumph. Ok, it’s not as comfortable as a bike with rounder tube profiles and more minimal forks and stays, but it isn’t harsh.

The position isn’t that extreme either., It’s unchanged except the lower bottom bracket which is always welcome, and it’s not far off a Specialized Tarmac SL8, which considering that bike is an all rounder, is pretty good. It’s still aggressive of course, but it’s not as low as the Van Rysel RCR-Pro for example.

The S5 tracks, turns in, rides, climbs and shifts along just as you’d expect it to; if anything it feels quite neutral in terms of the handling geometry. It feels incredibly stiff in out of the saddle efforts, as you’d expect, but it also manages to feel pretty refined too, with no jarring.

I was riding the Specialized S-Works Mirror saddle for most of the test. The actual bike comes with a Selle Italia Novus Boost Evo SuperFlow Carbon, which certainly isn’t less comfortable in the main, both rank amongst the best saddles available, but the switch might have been responsible for some of the improvement in rear-end comfort, especially since there’s only so far you can get in comfort terms with a seat post shaped like the one on the S5. Regardless, the front end is discernibly more comfortable, even over potholes; I’ve been hitting these on my non aero bikes recently whilst on test and have been left feeling like I’d snapped my wrists at times, such was the impact felt through the bars. I didn’t have anywhere near the same levels, or any level really, of discomfort on this revised S5. Combine that improvement with the weight, and the aero improvements, and this is a spectacular exercise in improving the old bike.

The big question isn’t whether it is better than the last effort however, rather it is more important to assess whether this is a good bike when compared to its competitors. And the answer is emphatically, yes. It’s an incredible aero bike for sure. Our colleagues at Cycling news just tested the world's best aero road bikes in the windtunnel, and they say it was faster than anything else on test with a rider on board, with its ‘system tested’ Reserve wheel set up.

More subjectively speaking, it is plainly very fast in use, effortless in fact, and as with a lot of modern aero bikes these days, sidewinds don’t bother it in the way they used to either. Its ability to build and hold speed comes with almost no downside for it being an aero bike, with all of the substantial upsides.

No wonder the R5 stayed in the truck for the entirety of the Visma-Lease a Bike’s Grand Tour season. The climbing bike is (perhaps) dead, long live the S5.

Conclusion

The S5 is a rocket ship, and a brilliant package. Cycling News have done some actual science and proved it is indeed the S5 is the fastest out there, backing up Cervélo’s confidence in sticking with the ‘old’ design, and Jonas Vingegaard just won the Vuelta on it, which gives you some confidence its half decent.

As if you needed more convincing, I’ve now ridden it, and with my old overweight legs measuring it less scientifically, I can confirm – for what that view is worth – that it is an absolute weapon against the wind, and importantly you can genuinely feel this thing helping you along, even at my slightly less than Vuelta winning pace. Perhaps more interesting for geeks like me, is that it is also a triumph of engineering that its made a previously terrible ride plush in the same overall template, and Cervélo deserves full credit for it.

The drivetrain choice on this particular bike did charm me in the end and I can’t wait to ride a road bike with it again, but there is sufficient resistance in the lower two gears to give some concerns about where those watt savings in the air might be being lost to the drivetrain. It comes with conventional 2x SRAM drivetrains (or Shimano Ultegra Di2 and Dura Ace Di2) if that bothers you. We will test this further to see if there’s some kind of set-up issue peculiar to this bike, or if it is due to something more fundamental.

I’m marking the S5 down a tad only because they want you to pay for a seatpost if you want more set back. At this price a good fit is essential, and doable. I understand how the bar stem combo could be problematic at a dealer level, although others like Factor are doing it and going further, so that’s got to be deliverable too, surely?

In 2024, German rider Rosa Klöser stormed to victory at Unbound Gravel, clinching the sport’s most coveted crown in an unprecedented nine-rider sprint. A year later, Poland’s Karolina Migoń soloed to glory in the same race. Different winners, different tactics, same result, same bike: the Rose Backroads FF. This lesser-known machine has carried riders to gravel’s biggest wins yet beyond Europe, few have ever swung a leg over one.

Curious about the bike, and the German brand behind it, I had a Backroads FF sent over. Here are my thoughts on this race-proven machine in the hope that tariff battles soon ease up and DHL resumes transatlantic shipping, so you can try one too.

About Rose Bikes

Rose is a German bike company based in Bocholt, North Rhine-Westphalia. Founded in 1907 as a small family shop, it has grown into a direct-to-consumer brand with an online presence and a handful of retail stores across Europe.

The company produces a broad range of models spanning road, gravel, mountain, urban, and electric categories, but in recent years has become best known for performance-oriented bikes like the Backroad and Reveal series. Rose designs and hand-assembles its bikes in Bocholt, while frames and components are manufactured in Asia.

Meet the Backroad FF

Rose’s Unbound-winning bike is the Backroads FF, a frame designed with one thing in mind: to go Fast Forward. This purebred racer is built from a high-modulus carbon layup that uses six different fibre stiffness classes and zonal reinforcement to add rigidity where it matters and compliance where needed for long-range comfort.

Every line of the frame, each component on the build has been shaped using Computational Fluid Dynamics (CFD), what Rose calls its “virtual wind tunnel,” to optimise the aerodynamic benefits. Beyond the fully tucked-away cables, the clear contours and the D-shaped seatpost, Rose developed its stock GC50 wheels alongside the frameset and specifically around Schwalbe’s 40mm G-One RS tyres. The end-result is a complete system with two different rim profiles that blends outright speed with control and grip on loose surfaces. In the front, where the wheel catches most wind, the 27mm internal rim is 40mm deep, while the rear rim measures 32 mm deep for greater weight savings. The rear hub also uses a wider flange to boost wheel stiffness, helping it cope with the extra torque and side-loads that come with today’s wide-range gravel cassettes.

Up front, Rose continues the aero theme with claimed drag savings thanks to a one-piece cockpit that, despite its funky profile, still offers solid ergonomics.

The geometry is equally performance-driven. Aggressive and roadie-like, it combines a short wheelbase and steep seat angle with a moderate stack and slack-ish head tube to create a fast, forward-leaning position that still feels composed at speed. More on that below.

Finally, Rose developed size-specific frame bags to reduce drag while carrying essentials. The bags use Fidlock magnetic mounts to snap neatly into the frame, blending storage with aerodynamics and slotting seamlessly into the bike’s sleek profile.

The Backroads FF is offered in five builds, with options for Shimano, SRAM and Classified drivetrains. We tested the mid-tier model equipped with SRAM’s new 1x13 Force XPLR AXS group.

• Brand: Rose
• Model: Backroad FF Force XPLR AXS
• Size reviewed: XS
• Groupset: 1x13 SRAM Force XPLR AXS
• Wheelset: ROSE GC50
• Cockpit: ROSE one piece cockpit Gravel,
• Saddle: Selle Italia Flite Boost S1 Carbon
• Tyres: Schwalbe G-One RS Pro, 40mm
• Seatpost: ROSE Aero D-shaped seatpost

Features:

• UDH compatible
• Includes a Wolftooth chainguide
• Tyre clearance: 45mm
• Well thought-out magnetic Fidlock bag concept
• Frame guards on the down tube and chainstay.
• Price: €5,199.00
• Weight: 7.8kg weighted, without pedals or frame bag

Riding the Backroad FF

Out of the box, the Backroads FF is a headturner. Crisp, clean and minimalist, with sharp lines, an oversized down tube and distinctly aero-influenced profile. Cleanly integrated cabling, a one-piece (funky) cockpit, dropped seatstays and deep-section wheels underline its race-bred intent. And, finished in an all-white paint, it’s a bike that radiates sleekness.

The size-specific magnetic frame bag is a neat add-on. It’s not new —Canyon offers something similar on the Grail— but Rose’s execution is impressively clean. The bag snaps into place via Fidlock mounts integrated into the frame and sits flush with the contours, almost disappearing into the silhouette.

Rose claims the CFD-tested design actually improves aerodynamics by smoothing airflow through the main triangle. Practical touches like a water-repellent coating (essential in the rainy Pacific Northwest) make it easy to live with, and in testing it proved quick to attach or remove and stayed rock-solid over rough terrain. That said, it’s worth noting that Fidlock’s system has received mixed reviews globally, even if it worked flawlessly for me.

The first ride on a new bike is always revealing. Some steeds show their character straight away, while others take several rides to show you who they are. The Backroads FF was very much the former: we clicked instantly.

After a quick saddle swap (something I do with every test bike), I was off — first on a cyclocross-style spin through the local park, then into the deep end with an 80-mile gravel sufferfest, and finally onto my favourite mixed-terrain loops. Through it all, the Backroads felt familiar, trustworthy and unmistakably quick.

The bike has a distinctly race-bred personality: quick to accelerate, agile, eager to keep going, and with a pedaling position that allows you to stay on the gas for long stretches at a time. Perfect for the rolling terrain and long straightaways of the Flint Hills in Kansas. And while at first the bars’ funky shape may take some getting used to, they proved to be very comfortable both on the top and, thanks to the shallow drop, when riding in the drops.

On rolling terrain, the bike’s geometry struck a good balance between stability and responsiveness. The 71.25° head tube angle and longish front-center meant the front wheel tracked confidently through sweeping turns and loose gravel sections, offering a planted and controlled ride feel. On mixed terrain and not-too-technical gravel, the Backroads feels like a perfect mix of playful and sure-footedness. And I was decently impressed with Rose’s own GC50 wheels, too. I’d say they’re pretty comparable to a Hunt 40 GCR wheelset.

I did find the bike’s limit pretty quickly though

My XS test unit featured a rather steep 76.25° seat tube angle, which places the rider directly over the bottom bracket. This forward-rotated position is meant to maximise power transfer by letting you drive straight down on the pedals. It also keeps the front wheel weighted and steady on steep climbs, and it naturally drops your torso into a lower, more aerodynamic position. It’s the sort of geometry you’d expect from a TT bike, not a gravel machine, and it makes the Backroads FF feel racy the moment you get on it.

The trade-off comes when the terrain turns technical. There’s a short section of steep, rooty singletrack that I like to ride. It comes at the end of a mixed-terrain jaunt and it’s the last bit of fun before returning to the busy city streets. It’s techy and I’ve yet to clear the whole section without having to put a foot down, but it’s totally doable on a gravel or cyclocross bike. On this stretch, the Backroads quickly reminded me what it was bred for. The steep seat angle kept my weight pitched forward, and more than once I found myself teetering on the edge of an endo.

It’s a fast bike, but not a very shreddy one. This is also evident in the 45mm tyre clearance.

The bike came specced with 40mm Schwalbe G-One RS Pro tyres. These tyres are great but they're practically a file tread. I think it would be a bit of squeeze to get some knobby 45mm tyres in there. And with so many U.S.-based gravel racers now clamoring for 2.2" tyres, the Backroads is somewhat limited.

Value & Verdict

The Backroads FF delivers a fun and fast, race-inspired ride for riders who like to stay on the gas for long stretches. It shines on rolling or punchy terrain and thrives on fast, open gravel. Think the Flint Hills of Kansas, the champagne gravel of SBT or many of the events on the UCI circuit. If your gravel outings lean more toward rowdiness, bikepacking or Grinduro-style racing, this isn’t your weapon. But if your goal is speed, the Backroads FF is built to deliver it.

At €5,199, the Backroads FF punches well above its price class. A similarly specced gravel bike from the “big four”—Specialized, Trek, Giant or Cannondale—would typically run $1–2K more. In the aero-gravel category, its closest peers are the likes of a Canyon Grail or Ventum GS1, both of which sit in the same ballpark on price but may not have quite the same finesse and all-out race focus as the Rose. The flip side though is that these do sport a bigger tyre clearance and are a tad more all-rounded.

The Backroads biggest drawback, however, is availability. When I received the bike in August, Rose shared that while it wasn’t actively distributing in the US, customers could order via its international website with longer and more expensive delivery. Since then, shifting tariff rules and DHL suspending U.S. shipments altogether have made stateside fulfilment effectively impossible. In the UK, Rose says it cannot currently deliver bikes either, citing different standards.

Pinarello has long been associated with winning races at the highest level in pro cycling, with the Dogma line cementing itself as one of the most recognisable and expensive bikes in the peloton.

The brand from Treviso, Italy, occupies solid ground at the very highest eschelon of the sport, renowned for its top-end, no-expense-spared race bikes. However, with the launch of the original F Series in 2023, much like the Prince ranges that came before it, F Series aimed to offer the same race pedigree to a broader range of riders at more attainable price points.

The latest F series updates are an evolution of the same idea, now offering more options and price points, so does this now mean there's a Pinarello for everyone?

The F Series

The F series sits below the top-of-the-range Dogma, but should offer lots of the same race-crafted ride quality of its top-of-the-tree sibling. This new model is designed for those looking to race or simply go fast, whether that's in crits, road races, gran fondos and sportive events, or just beating their mates on the weekend cafe ride. Those looking for a more relaxed or all-road option are better covered by the X range, which runs parallel to the Dogma and F series ranges and features bigger tyre clearances and a more relaxed geometry for increased comfort.

The lineup spans from the entry-level F1 to the F9, comprising a total of five models. All share the same geometry and family resemblance, but differ in the grade of Toray carbon, integration, and components specified. The result is a range that allows you to buy into Pinarello’s handling and DNA at multiple levels, rather than being forced to stretch to the out of reach for many, high pricing of the top flight, Dogma F. It makes the F Series not just a more compelling proposition within Pinarello’s catalogue, but also a serious alternative to some of the mainstream players out there.

Frame and design highlights

The design takes clear cues from the Dogma but reins in the sharp lines in favour of something slightly softer. One feature copied from its more expensive stablemate is the E-TICR headtube, which features forward cable routing, an Oval steerer tube, and smaller bearings for a cleaner look and narrower frontal area, which should provide an aero benefit. However, no wind tunnel data is supplied at launch.

The fork is also slimmer, with a 47 mm rake that should inspire stability at speed. It still retains the unmistakable shape of an Onda Pinarello fork too, with its signature double curve, though it forgoes the smooth, covered-over dropout found on the Dogma F.

Along with the narrower headtube, the F series features a new downtube that is thinner and shaped to offer a more aerodynamic package. This, combined with the new bottom bracket shape, which Pinarello refers to as an aero keel, was first seen on the latest Dogma F models and follows over from those. In keeping with current trends, tyre clearance has increased, but only by a modest 2mm to 32mm. The designers said this was kept relatively tight as the vast majority of their customers run between 28 and 30mm, and if they need more, then they would be better served by the X series. I had no issues with the tyres supplied on my first ride, though I'd prefer a bit more room for wider rubber, given the choice.

Like the rest of the range, the F series uses Toray fibres, but in different versions to meet specific price points. The F9 and 7 both use the T900 variant, which isn't as stiff or light as the M40-x version or even the T1100 version used on current and previous versions of the Dogma and Dogma F, but it is still a very high-end material. The F5 and 3 use T700, and the base F1 model uses T600. The engineers declined to go into specifics about layups and resin technology, preferring to keep that information to themselves and away from competitors, which makes my job as a journalist a little more complicated, but I understand the sentiment.

Geometry is essentially the same as the more expensive Dogma F range and the previous F series. However, the F series is only available in 9 sizes (42.5 to 58cm) compared to 11 on the Dogma F. I find the sizing from Pinarello a little confusing, I usually use stack and reach as good way of getting a bike to fit pretty well, and fine tune from there but in this case I could ride three different sizes from 51 to 54.5cm. For example, there is only a 3mm difference in reach between the 53 and 54.5 sizes, which strikes me as a bit strange. Luckily, they are sold through bike shops and their own stores, so if you're unsure about sizing, you can speak to an actual person, to make sure you get the right size for you.

Models higher up the range feature the Talon integrated bar and stem, which now features a slight flare on the drops but retains the unusual but very comfortable triangulated shape on the drops and aero flat tops, while lower-tier builds get a more conventional alloy cockpit that still manages to keep cables hidden by routing them underneath the stem, rather than through it, thereby keeping costs down. The press release information also states that this is to make changes to fit simpler. A stem swap appears to be easier, although a change of bar width would still require the removal of hose fittings and a brake bleed, as they are internally routed.

Model range and specs

At the top of the F Series range sits the F9, built from Pinarello’s premium Toray T900 carbon. The F9 comes equipped with Shimano’s flagship Dura-Ace Di2 12-speed drivetrain and rides on MOST Ultrafast 45 wheels, which FSA builds for Pinarello. In its lightest build, it weighs a little over 7.4 kg, making it the most race-ready machine in the lineup. However, this model will not be available in the UK, presumably because it will be very close to the retail price of a Dogma F once import duties are added.

Finished in a striking Formula Green matte finish, it looks every inch the premium Pinarello, though at €11,000 or $11,000, it is definitely at the higher end. I suspect most riders would forego this model and opt for a lower-spec Dogma F for a similar outlay.

Just beneath it is the F7, which many riders are likely to see as the sweet spot between a high-end frame, a good groupset and wheels at a relatively attainable price (though still not what you'd call cheap). It shares the same T900 carbon frame as the F9, but offers more affordable spec options. You can choose between Shimano Ultegra Di2 or SRAM Force AXS, both paired with MOST Ultrafast 45 wheels and the Talon integrated cockpit. At around 7.8 kg, it's still a light bike and is available in four colour options – Alabaster White, Starry Red, Formula Green, and Victoria Blue. I rode the red, which looked great, but the Blue looked incredible in the flesh. Pricing is set at €7,900 in Europe, $8,200 in the US and £6,500 in the UK, placing it firmly in line with mainstream rivals like Specialized, Trek and even Canyon.

The F5 moves down to Toray T700 carbon, which, as a material, is less stiff, but it is less expensive to produce. The result is a frame that is marginally heavier and a touch less responsive than the T900, but still carries Pinarello’s trademark handling and geometry. It’s fitted with Shimano 105 Di2 and the same MOST Ultrafast 45 wheels seen on the higher models, meaning it keeps much of the race look and feel. Claimed weight is just over 8 kg, so while it’s not as sharp as the F7 or F9, it’s still a competitive bike in its category. The finish is limited to a stealthy Etna Black matte, which appears more like a dark green/grey up close. Pictures don't really do the finish justice, as it changes tones from different angles, and the deep, classy finish needs to be seen up close to be appreciated. At €5,500, $6,200, or £5,000, it shares many of its pricier counterparts' good points. With its lower-cost 105 Di2 groupset, it now makes a fully integrated, carbon-wheeled, electronic-shifting Pinarello almost a bargain.

Beneath that sits the F3, which also utilises the same T700 carbon layup but further paring back to achieve a lower price point. Shimano 105 Di2 remains the drivetrain of choice, but the wheels are swapped for DT Swiss A1800S to keep costs down. At around 8.5 kg, it's not so lightweight, and a high-end frame like this is crying out for light wheels to make the most of its performance, but if you already have some fancy wheels, this could be just the ticket. Colour options include Interstellar Grey or Alabaster White, with pricing set at €4,500, $5,200 or £4,000.

Finally, the F1 provides the entry point into the F Series. This model is constructed from Toray T600 carbon and, in fact, shares the same frame as the previous generation F series. It still retains the same geometry as the rest of the range and a similar silhouette, but comes equipped with Shimano 105 mechanical 12-speed and Shimano RS-171 wheels. The mechanical groupset is fine by me, shifting mechanically is excellent these days, though I'm not sure the wheels are really up to scratch when compared to the rest of the package and would be my first port of call for an upgrade. It comes in two colour options – Carbon Red matt or Comet Silver shiny, and at €3,400, $3,250 or £3,000, it’s the cheapest way to get on one of Treviso’s finest race bikes.

First ride thoughts

I rode the F7 in Starry Red, equipped with a SRAM Force AXS groupset and MOST Ultrafast 45 wheels, along with their own 30mm-wide Most Competition tyres. From the first pedal strokes, it felt lively and eager as you'd expect from any road bike at this price point, but what really struck me was how familiar it felt. I've been fortunate enough to ride many high-end bikes over the years, and this was right near the top of the bikes I've enjoyed riding, despite my brief initial test ride.

There isn't a standalone reason for that either; it's not the lightest, I've ridden stiffer bikes, and it isn't the slipperiest aero bike I've been on either. I think it's probably more to do with the fact that it's a good mix of all those elements, and Pinarello's years of focusing on fast road bikes mean they've nailed the ride geometry of their bikes as well. One of my favourite bikes of all time has been the Cervelo R3 disc, which I'd describe as a Goldilocks bike, offering a good mix of weight, stiffness, geometry and cost to make an ideal all-around road bike. The F series, to me, follows in a similar vein but with improved aero credentials and a classier look and feel.

Our test ride took in some smooth North Italian roads around San Pietro Di Felletto, followed by a reasonably long and steep climb and a fast-flowing descent, which gave me enough to think about when riding the F7. Set up was straightforward, though in reality, I could only adjust the saddle height and position, as well as fine-tune the tyre pressures before setting off.

The bike climbed as well as any bike with me on board, offering plenty of stiffness and no sensation of lost power through the pedals, along with a solid and comfortable position when seated and holding the tops of the bars. However, it was on the descent where this bike really shone for me. Despite only riding it for a brief time beforehand, I could let the bike go on the descent, hooking up apex after apex and making quick line changes when the surface wasn't as smooth as I'd hoped. It can sometimes take a while to gel with how a bike handles, but the F7 felt very composed, urging me to let it hang out as far as I dare, corner after corner.

I was surprised by how much I enjoyed it, actually. Often, a first ride can be overshadowed by minor fit tweaks or niggles, or simply learning a bike's quirks and tendencies, but none so here. Much of this, I think, can be attributed to Pinarello's longstanding expertise and years of providing race bikes for the very best riders; put simply, they know how to make a bike handle well at speed. I can't wait to get one back on my home roads to see if that infectious controlled speed carries over to the less manicured roads of the Peak District, and how it deals with the relatively short but punchy climbs local to me. We will have one on a long-term test over the coming months, so keep your eyes peeled for an in-depth review.

The names of Alberto Contador and Ivan Basso will be very familiar to anyone who has followed professional bike racing for a while. With nine Grand Tour Victories between them, albeit weighted 7:2 in Contador’s favour, they are two of the biggest names in the sport’s recent history.

What is probably much less well known is that together they own a bike brand: Aurum. Founded in 2020 and based in Spain, Aurum offers a very concise range, with just two road bikes and a gravel bike. Unsurprisingly, the models are unashamedly performance-biased with prices that perhaps slightly undercut the big brands. The model on test here is the second generation of its Magma road bike, the more race-focused of the two tarmac options.

Aurum sponsors the ProTeam Politi Visit Malta, and you may have spotted their black and red bikes in this year’s Giro d’Italia, where their riders were visible in many of the breaks. As well as having Contador and Basso helping to develop the bikes, this means that there is also a raft of rapid pro racers who can add their input as well, so speed is unlikely to be in short supply for the Magma.

Construction

Whilst Aurum’s website offers the bikes as frameset only, as a complete bike or with customised spec, here in the UK, the bikes are frameset or customised only. This means that the precise specification of the test bike is relatively unimportant, as it can all be chosen by any prospective purchaser. I think that this is a very important feature when so many of the bigger manufacturers are offering fixed stem lengths, bar widths, crank lengths, etc. Much like the Handsling A1R0evoS, it allows a much better fit right from the start without having to make expensive changes after purchase.

Of course, the frame is the most important part of any bike, and is the element of the Magma in which the influence of Contador, Basso and the other pro riders should be most tangible.

The silhouette of the carbon frame is an immediate reminder of its owners’ roots; no dropped seatstays here, just a classic and classy double-diamond design reminiscent of the bikes Contador and Basso made their names on. Aero features are present, but in a subtle way. Few of the tubes are round, but none are overtly deep or flattened either, suggesting a careful balance between cheating the wind without upsetting the scales. Indeed, the claimed weight for an unpainted 54cm frame is 780g, which is very acceptable.

Aurum calls their carbon ECT - Experience Carbon Technology, with the Aurum made from ECT10, their highest grade.

Despite the traditional looks, there is space for a thoroughly modern 35mm set of road tyres in the frame and a UDH hanger too, so spares should be easy to source. Furthermore, the bottom bracket is a T47 unit, so no need to reach for the big hammer when it's time for a new one. These touches point to a well-thought-out design process rather than one which simply chased grams or watts.

I do have to confess that the bottle cage bolts confused me for a while as I wondered why my trusty hex keys were failing me. Eventually, I worked out that the Aurum-branded bolts (yes, really) were actually a Torx fit.

At first glance, the geometry numbers look as you’d expect: well towards the modern race bike end of the spectrum with the size 56 having a 994mm wheelbase, 410mm seatstays and a 73.5° head tube angle. However, in the flesh, the 166mm head tube is not as low as it should be, as the top headset cover is very tall and effectively increases the head tube to nearly 190mm, which also increases the real-world stack figure. Some of the images of the Magma on Aurum’s website seem to show a much shorter headset cover, though, so this should be a simple fix if required.

Available colour schemes are nice and simple: Team Red, Carbon Gloss and Arctic White. If the test bike is anything to go by, then their paint finishes are a thing of beauty with a high-quality look and feel.

Should you wish, your Magam frameset can be supplied with Aurum’s own one-piece carbon bar and stem, which apparently saves 10 watts over the previous version and comes neatly etched with Magma’s capital ‘A’ design for texture on the tops. The Aurum bar tape also features this logo. The D-shaped carbon seat post is available in 0mm or 21mm offset versions.

I won’t spend too long on the rest of the componentry as it is all customisable, but SRAM’s Force AXS groupset is always a joy to ride and I’ve long been a fan of the simple shifting mechanism, even if the hoods are a bit on the bulky side.

Slightly more idiosyncratic were the wheels. DT Swiss’ 45mm deep ERC 1400s are a fine wheelset, but they are from the Endurance range when perhaps wheels from the Aero range might have been a better fit. That said, the ERCs are wider internally than the ARCs and only weigh just over 1,500g, so no real issue here.

The test bike also featured Vittoria’s curious new Corsa Pro WR 29mm, which slots in between the 28mm and 30mm, but has been designed specifically for modern rims with an internal width of 25mm. The DT Swiss ERC 1400s have an internal width of only 22mm, though, so the Vittorias came up a little bit short of their billed width at 27.5mm. The wheels and tyres were tubeless-ready, but were fitted with standard inner tubes for the test period.

For the record, the saddle was a 3D-printed Fizik Antares model.

All-in-all, the combination of glossy white paint, classic tube shapes and tan wall tyres gave the Magma an elegant, timeless look.

Weight without pedals or bottle cages on my scales was 7.58kg, which is about par for this spec level. The main area I’d be targeting for weight loss would be some alternative wheels and tubeless setup tyres, which could easily drop 300g. The switch to SRAM RED or Shimano Dura-Ace would lose another 300g, but at considerable expense.

The ride

Again, as components, bar width and stem length are all configurable, I’ll just run through them briefly.

My first experience of a 3D printed saddle was a pleasant one - I thought I’d give it one ride to try it before switching to my preferred perch, but in fact I ended up leaving it on for the duration with no issues at all on rides up to 100km.

The 100mm stem on the 56cm bike was a little short and the front end a smidge high for my ideal setup, but no real dramas here either. The bar shape was good with a nice, natural-feeling curve both in the drops and at the transition to the hoods. The Aurum branding on the front of the bar and the computer mount was a nice touch.

Out on the road, the Magma’s stiffness was immediately obvious. Perhaps it should not have come as a surprise that a bike designed by Alberto Contador, a guy whose saddle had the easiest job in the peloton, was very stiff.

This manifested itself in both good and less beneficial ways. Out of the saddle, I could almost believe I was attacking with Contador; it felt like not only were my watts not being wasted, but almost as if they were being multiplied. Characteristically, I don’t stand up much, preferring to sit and spin, but the Magma’s frame was so encouraging that I looked for opportunities to power up climbs rather than change down a sprocket or two. Seated power transfer was also excellent, again promoting the use of strength rather than cadence.

Less ideal, at least on the poor road surfaces I seem to spend most of my time on, was the ride quality, which was on the direct side. Balancing stiffness for power transfer with compliance for comfort is tricky at the best of times, and a judgement that all manufacturers have to make with each model, depending on the bike’s intended usage. Clearly, the Magma is competing at the highest level and being ridden by pro cyclists, so understandably, controlling their prodigious power output and making the bike as fast as possible takes priority - fair enough.

My power output is definitely not prodigious, and I don’t have the luxury of freshly-surfaced Grand Tour roads at my disposal, either, so a degree of comfort is important to me. My first port of call was the tyres - a lot of my recent riding has been on tubeless rubber larger than the 27.5mm Corsa Pro WRs - but even with the pressures dropped significantly, the underlying stiffness was still apparent. The second question concerned the wheels - although DT Swiss categorises the ERC 1400s as ‘Endurance,’ at only 22mm wide internally, they are lagging behind many of their competitors. Internal width adds extra air volume to the tyres, which in turn adds comfort, compliance and grip.

I would have really liked to take advantage of the bike’s 35mm clearances and try the Magma on some wider tyres and rims, especially set up tubeless or with TPU tubes, but I didn’t get the opportunity. With more pneumatic compliance, I think that the Magma may well have shone brighter and with a wider operating window. As tested, it was undoubtedly fast, but wouldn’t have been my first choice for a long sportive.

Aurum says that the rear triangle has vibration-damping built in and that the flattened top tube adds some shock-absorption too, but I fear many UK roads are a bit beyond that.

Handling was fast but never nervous or intimidating, although again, I do think that it would have benefited from greater tyre volume to soak up any mid-bend cracks or surface changes and to reduce surface chatter. I would also have liked to have been able to get a little bit lower and further forward when descending, but a spec change at the point of purchase would soon sort that out.

Value and conclusion

The Aurum Magma is a nicely made bike with a clear purpose - to go fast. In the guise it was tested, I don’t think that it suited my local roads (and by extrapolation, a lot of UK riding) quite as well as some other bikes I have ridden, but this isn’t Aurum’s fault. Indeed, they make the equally classy-looking Essentia to fill this niche.

The Magma is Aurum’s race bike, and so should be judged as such. In this regard, it is hard to fault, with my only real niggle being the headset dust cover height, which increases the head tube length to endurance proportions but should be an easy fix.

The frame is beautifully finished, stiff enough for pro riders and looks lovely. The components can all be selected individually for a customised fit, and the £8,000 asking price for the test bike specification seems in line with other brands - a Specialized Tarmac SL8 with SRAM Force is £8,250, for example. Thus value is reasonable but not exceptional.

Spec wisely and the Aurum Magma will be a superb, fast road bike with more stiffness than most amateurs will need and pace aplenty, but get some wide rubber on there for UK use.

My 4.5 star rating is based on its performance as a thoroughbred race bike and on the fact that I believe my minor concerns can be easily countered with different specification choices.

The all-new Cannondale Synapse shares many of its architectural and design cues with the current SuperSix Evo – and that's a good thing, as desirability and performance are central to the new bike. Cannondale even views the new Synapse on the same level as the SuperSix Evo, claiming it melds WorldTour-level aerodynamics and stiffness with generous clearance for wider road bike tyres, compliance, and features that appeal to the general rider. These attributes are evident in the aesthetics, geometry, and the way it rides.

The bike pictured here, however, is the range-topping Synapse Lab71 SmartSense, an endurance bike that turns the performance and desirability dial up to 11. At £13,000, it will appeal to the endurance rider looking for the exclusivity the Lab71 moniker brings to the table, but this also places it out of reach for most.

Construction

Unlike the Lab71 SuperSix Evo, which uses a special Series 0 carbon layup, the Lab71 Synapse is manufactured from Hi-Mod carbon fibre known for its exceptional tensile and compressive strength properties – the result is a sub-1,000g frame. It bears a strong resemblance to the current SuperSix Evo, as evidenced by the narrow head tube, boxy down tube, top tube, and dropped seatstays. There is also some part sharing at play, such as the seatpost, which is used across the SuperX, CAAD13 and SuperSiX Evo Gen 3 platforms. Unlike the previous iteration, SmartSense (comprising an integrated front light, rear light, and rear radar with a battery in the down tube) is now only available on three of the eight models, including the Carbon 2 and Carbon 3 and Lab71 featured here.

The geometry numbers are not too different from the previous-generation Synapse, utilising the same 570mm stack height and 381mm reach, but with a more relaxed head angle of 71.5 degrees, down from 73 degrees. All Synapse models come standard with 32mm tyres, but there's space at the rear for clearance of up to 42mm and the ability to go as wide as 48mm at the fork.

As a top-tier offering, Cannondale hasn't cut any corners with the build. The bike features SRAM’s Red XPLR AXS 13-speed groupset complete with Quarq power meter. It’s a reliable and smooth-shifting groupset thanks to the UDH-mounted rear derailleur’s ability to shift aggressively under load. As a 1x-specific build, it employs a 44T chainring up front and a 10-46T XPLR cassette at the rear, driven by a flat-top chain and 172.5mm carbon cranks. There’s also a beautiful pair of Reserve 42|49 Turbulent Aero wheels that come wrapped in 32mm Vittoria Corsa Pro Control tyres.

Like the Lab71 SuperSix Evo and SuperX, the front end is characterised by a one-piece Cannondale System Bar R-One, designed in partnership with MomoDesign in Italy. Touchpoints include Fizik’s Vento Argo 00 Carbon saddle and Tempo Bondcush bartape. Other notable features include a CeramicSpeed threaded BSA bottom bracket, lightweight thru-axles, and, of course, the SmartSense 2.0 system; the StashPort down tube storage houses the battery on Smart Sense-equipped models but can be used to store a pump, a spare tube, and more.

The Ride

The handling of the Synapse feels a lot like the current SuperSix Evo, and there are hints of the SuperX in there, too – particularly in the way it deals with vibrations and smooths out broken roads. While some of this can be attributed to the tubeless 32mm Vittoria Corsa Pro Control tyres, Cannondale has increased stiffness in the head tube and bottom bracket, while improving frame compliance by 20% over its predecessor to enhance overall performance.

As a result, the frame is incredibly responsive and balances stiffness and comfort superbly well. Despite the longer wheelbase and chainstays over its predecessor, the Synapse still feels pretty nimble and responds eagerly to steering inputs, while being very predictable in the corners and flowing sections of descending tarmac.

At 7.79kg in 54cm (without pedals), it’s heavier than you’d expect from a Lab71, but most of the excess weight comes from the SmartSense system. The removable battery alone weighs 300g, and I estimate the balance of the system (the front light, rear radar, and wiring harness) to total around 160g – that’s 460g right there. That said, weight never seems to be a factor with this bike, as you don't feel it when riding. Part of this stems from its ability to maintain speed over rolling terrain, but also from the friendly gear ratios afforded by the 1x setup. While the 44T, 10-46T does sacrifice some top end, what you lose in speed, you make up for in climbing gears.

The SmartSense system is non-obtrusive and works really well, utilising a single, integrated battery to power all connected components, including the SRAM AXS rear derailleur. The battery provides up to 24 hours of runtime in flashing mode or over 12 hours in steady mode, and the charge level can be monitored via Cannondale’s smartphone app.

Value and conclusion

The Synapse Lab71 SmartSense is a well-rounded bike with balanced geometry. It’s fast, too – even with the comfy 32mm tyres. While it adds extra weight to the package and can be a chore to charge after every ride, the SmartSense system works flawlessly, and the 1x configuration in this particular build keeps things simple without affecting functionality.

In terms of rivals, it goes head-to-head against the Trek Domane SLR 9 AXS Gen 4. Known for its comfort and versatility, it is a worthy alternative to the Synapse Lab71 and, at £9,500, it’s also significantly cheaper while possessing many of the features that make the Synapse such a great option – including the frame storage and hill-friendly gearing. Although it’s lighter (7.5kg), it lacks the simplicity of the Synapse’s 1x gearing, the utility and safety of the SmartSense system, and can’t compete with the 42mm tyre clearance for that matter either.

The Synapse is one of my favourite bikes of 2025. Having also recently tested the Synapse Carbon 4 (third from bottom in the range), I can confirm Cannondale has done a sterling job when it comes to keeping the ride character and handling manners the same throughout the range. Regardless of which bike in the range you choose, it neither feels nor looks like a traditional endurance bike, and this should see it find favour with a host of new customers.

That, however, doesn't excuse the price of the range-topping Synapse Lab71 SmartSense I tested. At £13,000, it's simply outrageous for an endurance bike designed for the general rider. While this puts it out of reach for many, the upshot is a comprehensive range that spans specification and pricing levels to suit most budgets.

Specfications

Frameset: Lab71 Synapse Hi-Mod Carbon
Fork: Lab71 Synapse Hi-Mod Carbon
Cockpit: Cannondale System Bar R-One
Seatpost: Cannondale C1 Aero 27 Carbon
Groupset: SRAM Red XPLR AXS 13-speed
Wheelset: Reserve 42|49 Turbulent Aero wheels
Weight: 7.79kg

Think iconic climbs and France’s Alpe d’Huez is, ahem, right up there. Think iconic bike brands, French marques in particular, and Look deserves a well-earned place in anyone’s shortlist. The two seem natural bedfellows, destined to go together as deliciously as croissants et confiture, croustade et pommes and, hmm, Time and Alpe d’Huez. More on that last one later.

Huez, a commune in the French Western Alps, is home to the legendary Alpe d’Huez climb as well as the ski resort where, in 1960, Look founder Jean Beyl, after breaking a leg on the slopes, dreamt up an innovative ski binding that subsequently inspired the brand’s pioneering clipless pedal design. The association between Look and Alpe d’Huez was further cemented when Greg LeMond won a crucial stage of the 1986 Tour de France on the climb, riding the revolutionary KG 86 frame, arguably the first to incorporate carbon fibre tubes successfully.

The Huez model has been a fixture in Look’s lineup for almost a decade now, but the latest iteration, launched last spring, brings the model bang up to date with a T47 85.5mm bottom bracket, full hose/cable integration and clearance for 32mm tyres. Predictably, Look promotes its Huez model as a performance-oriented climber’s bike, but I believe that, by pigeonholing it as such, the brand is underselling it. The Huez is considerably more versatile than that.

This review differs from most you’ll read in Cycling Weekly because I rode the bike for just thirteen days rather than several months. However, during my brief time with the Huez, it carried me almost 1,000 miles across France, from the soft, green, rolling pasturelands of Brittany to the rocky, sun-bleached gorges of Provence. I have never tested a bike so thoroughly.

Construction

The performance bike market is seemingly in flux right now, with some brands maintaining the ‘one bike to do it all’ trend, while others are enthusiastically re-introducing dedicated aero bikes. The Trek Madone Gen 8 and the Colnago Y1RS exemplify these two distinct approaches. And purposeful climbing bikes? Currently, there is no shortage of excellent examples, including the Wilier Verticale, Specialized Aethos, Cannondale SuperSix EVO and Orbea Orca. So, is this the space in which the Look Huez sits?

Look positions the Huez a step down, in terms of performance and price, from its 795 Blade race bike, and a step up from the less expensive 765, which it labels an endurance bike. So, in theory, at least, Look has most bases covered – race, climb and endurance.

I was keen to ride a French bike for my trip, so I was delighted when Look kindly obliged with a 785 Huez Pro Team Edition in Satin Black. My colleague Joe Baker waxed lyrical about the 795 race bike, but from his description, I knew it was too hardcore for me to ride all the way across France. Similarly, I was worried that the 765 would be a little too slack and unresponsive once I reached the imposing ascents and descents of the Massif Central. The 785 Huez appeared to hit the sweet spot. Neither too much, nor too little, but just right.

The question was, could a climbing bike go the distance? Or, more accurately, could I manage the distance on a climbing bike?

The Huez has the geo typical of a modern climbing bike. Well, pretty much. The head tube angle, reach, and chainstay length – at 73°, 395mm, and 410mm, respectively – are all within a smidgen of the aforementioned Verticale, Aethos, and Orca in a size 56/L. In fact, the Huez has a steeper seat tube angle than any of those bikes, which should, in theory, enable a rider to transfer power more effectively when climbing.

More notably, the difference in stack height is a full 18mm taller than the Look 795, 26mm taller than the Aethos, and a remarkable 32mm taller than the Verticale. I must caveat these figures by noting that sizing can vary considerably across brands, so take them with a pinch of salt. Nonetheless, they suggest that the Huez is less aggressive than its rivals, serving as a climber’s bike that has the potential to take on long rides in some comfort. A trail figure of 59.3mm hints at handling that’s on the stable side of racy too.

Look is a little tight-lipped about the grades of carbon fibre used to build a Huez frame. The brand does say it uses ‘high-modulus fibres and minimalist Nano tubes’, which essentially means that the tubes are crafted to have exceptionally thin, light walls wherever strength isn’t a primary requirement. Layup is custom across the different frame sizes to compensate for tube length (longer tubes flex more easily, shorter tubes are less compliant), which should mean that, whatever your height and preferred fit, the same ride feel should be preserved across the board.

Claimed frame weight (size M) is 980g for the frame and 390g for the fork, which is respectable but far from class-leading for a climbing bike. To bring some context, Wilier claims a Verticale frame can weigh a gravity-defying 648g, while Specialized says an S-Works Aethos barely tips the scales at 585g.

Aesthetically, the frame has a refined, almost timeless quality. The use of predominantly round tube shapes – there are few obvious aero touches here – gives it an uncomplicated, well-balanced appearance that’s both cohesive and harmonious. It’s not a brave, futuristic design like, for example, the Colnago Y1RS, but it’s striking in its sleek simplicity – a frame that confidently whispers, rather than shouts, speed.

Part of that svelte, visual appeal owes a debt to the fully integrated cables and hoses, which are new for this iteration of the bike. The bottom bracket has been updated too, it’s now a beefier, more durable threaded T47 85.5mm standard, and tyre clearance has been upped to 32mm. Despite this, most Huez variants ship with 25mm rubber, so I requested 28mm tyres as a minimum for my ride.

The cockpit on my Pro Team Edition bike featured a comfortable, if unremarkable, combination of a Look LS3 alloy stem (120mm on my XL bike) and Look LS3 alloy bars (440mm on my XL bike). The compact bars have a subtly aero flat profile to the tops.

Look equips the Huez Pro Team Edition with Shimano 12-speed Ultegra Di2, which, in my case, behaved faultlessly throughout my entire ride across France. It was shifting as efficiently and silently in Nice as it was when I first hopped on the bike in St Malo. Braking performance only improved with the miles too, with plenty of modulation and bite when required. My review bike was fitted, as standard, with a 52/36t semi-compact chainset, matched to a climb-friendly 11t – 34t cassette. Rotors are 160mm up front with a 140mm at the rear.

The seatpost, a 27.2mm Look LS1 Carbon Super Light, is held in place with a traditional clamp, which may look less elegant than a wedge concealed in the seat tube/top tube junction, but is a heck of a lot more graceful to adjust.

Ordinarily, the Huez Pro Team is fitted with Look R38D carbon wheels, but since my journey would take me through long stretches of relatively flat farmland in northern France, Look equipped my bike with more aerodynamic, deeper-section R50D wheels. I just hoped the wattage gains would outweigh any weight penalty.

Tyres on the Huez, currently at least, are Hutchinson Fusion 5 Performance tubeless-ready tyres, a French-made, mid-priced product with a reputation for being a dependable all-rounder. Hutchinson stopped making these tyres last year, replacing them with the more race-focused Blackbird, so I can only assume Look is using up existing stock. As promised, Look fitted the 28mm versions to my bike.

The ride

It’s no exaggeration to say that, when I removed the Huez from its cardboard bike box in St Malo, it instantly drew a small crowd. Not just my fellow riding companions, but also our French guides, and even some of the hotel staff, gathered round to cast admiring glances and exchange compliments in rapid-fire French and slow, broken English. It looked drop-dead gorgeous - its stark, matte black paintwork and contrasting bold ‘Look’ logos accentuating the frame’s lean, muscular good looks. My new French friends were utterly bowled over by the Huez, proud to claim such a beautiful object as one of their own.

Picking it up for the first time was, therefore, a slight anti-climax. It’s not a heavy bike by any means but, at the same time, it’s not going to trouble the UCI weight limit, nor a well-equipped Aethos or Verticale. I didn’t have access to bike scales in France, but if I had to guess, I’d say it weighed around the 8 kilo mark, not helped, of course, by the deep-section wheelset and large, heavy cassette.

France may be a country infamous for harrowing ascents, but we encountered none as we rode steadily south through Brittany and Pays de La Loire, two regions as flat as a double serving of sugary-sweet crepes. This did at least give me the chance to become accustomed to the Huez, a two-day opportunity to test its straight-line handling and ride feel.

At a time when it seems that almost every new bike has aero pretensions, regardless of ride discipline – super-deep hourglass-shaped head tubes; blunt, Kamm profile down tubes; dropped stays and so on – how pleasing it is to jump on a performance bike that’s more rider-focused. The Look 785 Huez’s ride character immediately felt like a natural extension of my body; it’s a bike that works with you rather than against you.

The bike’s geo, with its comparatively elevated stack and generous trail figure, suggested an undemanding ride, but I was surprised just how composed the Huez felt. On gently undulating roads, the handling is sublime, with plenty of character but no nervous skittishness threatening to cause trouble around the next bend. We only encountered mild crosswinds, but even with the optional 50mm wheels fitted, the Huez felt resolutely stable.

French roads enjoy a reputation for being smoother than Alain Delon, but the reality is that the surfaces within built-up areas – remote villages in particular – are often as bad as anything in the UK. The Huez soaks up the bumps and lumps well, but extended sections of tar and chip did find me wishing for wider tyres running at lower pressures.

It's a bike that surges forwards eagerly as soon as you put any power into the pedals, helped, no doubt, by those deep-section wheels that spin up urgently before keeping the momentum going with flywheel-like consistency.

Of course, it’s the frame that’s the star performer here. It may not be the lightest, but Look has done a fine job optimising the layup so that every input – power or handling – is matched by a correspondingly direct output without compromising ride feel or comfort.

Once across the Loire, the hills gradually began to build, a trend that continued inexorably until Nice. Within a few brief days, the charming, short slopes of the Dordogne gave way to the longer, more challenging climbs of the Ardèche, Rhône-Alpes and Provence-Alpes-Côte d'Azur.

The Huez, weighed down by the heavier wheels, large cassette and a pair of 750ml bidons, performed admirably, with the higher stack helping to keep potential back and neck strain in check on the longer climbs. It remained considerably more accomplished than I did, particularly in the afternoons when, day after day, 38°C heat significantly blunted my already modest ability as a climber.

The bike and I were both more spirited on the descents, powering down the straights before attempting to carry as much momentum through the corners as I dared. It’s in these moments that the sensation of ‘oneness’, which I described earlier, paid dividends. As each corner presented itself, and I instinctively leaned the bike as I turned in, I felt a reassuringly high level of grip from the front wheel, enabling me to flow with much excitement, but little drama, from apex to exit and repeat. I’m far from being a world-class descender, but the Huez, bless it, flatters a rider of my ability, helping me to have more fun on the slopes than I probably deserve.

Value and conclusions

The sensible choice for an epic ride across France is an endurance bike. Yet, I’d argue that the Look 785 Huez performed just as well, if not better. Fast, agile and supremely comfortable, it was also great fun, especially on the descents. Over 1,000 miles it didn’t miss a beat and, with its help, nor did I – no back ache, shoulder pain, knee pain, white finger… You name it, I didn’t suffer it.

I did swap out the stock saddle, not just as a preventative measure, but because I wanted to review the recently launched Selle SMP Evo30C, which I found incredibly comfortable. To help me settle into the ride, I rode a Fizik Tempo Argo R3 for the first few days, a saddle I’m very familiar with.

Look enjoys a reputation for making excellent bikes, but that can often mean high prices, so let’s compare the Huez with some similarly specced rivals.

The 785 Huez Pro Team Edition costs £6,200/$6,925, making it a competitive option when compared to other similarly specified Ultegra-equipped climbing bikes, such as the £8,200/$6,999 Specialized Aethos Pro, the £8,250/$9,999 Cannondale SuperSix EVO Hi-MOD 2, and the £9,000/$12,100 Wilier Verticale. The Orbea Orca M20ILTD PWR is slightly cheaper at £5,599/$7,299, as is the Canyon CF SLX 8 Di2 at £5,599/$5,999.

So, although the Huez is a sizeable investment, it sits at the more affordable end of the spectrum.

What about the similarly named Alpe d'Huez from fellow iconic French brand Time? Interestingly, it’s also a climbing bike with traditional (for carbon fibre) tube shapes, which performs equally as well as an endurance bike. Like the Look, the Time’s frame does get criticised for being a little on the heavy side, yet it is praised for its ride quality. Time sells the Alpe d’Huez as a frameset only, which is a touch more expensive than the Look 785’s at £2,749/$3,499 vs £2,490/$2,609. The Time’s tyre clearance is limited to just 28mm, too, which seems a little outdated and will restrict the intended usage for some.

Would I recommend the Look 785 Huez? As a versatile climbing bike, capable of swallowing up long distances in comfort and at speed, then yes, unreservedly. As a die-hard, lightweight climber that only a weight-weenie could love? No, the weight of the frame would always niggle me. However, if it takes a little weight to make a great frame, I’m more than happy with the compromise.

While the gravel sector may have once been a niche “n-1” category, these days bikes are so specialised that it’s not uncommon for enthusiasts, and certainly gravel racers, to have multiple steeds in their stable. Many modern gravel bikes ask you to choose: race day or escape mission, minimalist or pack mule, slack and shreddy or a road racer with big-tyre clearance. The FiftyOne Assassin refuses to pick sides.

It’s not an all-out racer but it’s certainly a “yes, and…” bike that thrives on versatility. Born from a company celebrated for its custom road bikes, the Assassin is FiftyOne’s first production frame, yet it’s clear a lot of thought went into its design. With adjustable geometry, an impressive list of features, and a stealthy Black Ops finish, the Assassin is anything but “just another gravel bike.”

Meet the FiftyOne Assassin

Based in Dublin, Ireland, FiftyOne is a boutique bike brand founded in 2016 by former international racer Aidan Duff. Born from Duff’s frustration with the growing “one-size-fits-most” approach among high-end bikes, he set out to combine modern carbon fibre technology with handmade precision.

Several bespoke FiftyOne bikes have appeared in CW over the years, praised for their timeless tube shapes, refined ride quality, and eyecatching paint schemes.

In 2021, FiftyOne expanded into gravel with its first production monocoque carbon frame—the Assassin—while maintaining the same bespoke ethos: adjustable geometry, broad component compatibility, and thoughtful design that gives riders the freedom and versatility to customise the bike’s handling to their exact needs.

FiftyOne states that its gravel bike is made for “explorers, shredders, racers, bikepackers and anyone else who loves getting away into the countryside.”

To meet the needs of such a broad spectrum of riders, the Assassin comes loaded with features including an adjustable geometry.

Adjustable GEO

In line with a growing trend among modern gravel bikes, the Assassin is designed around a long top tube and short stem combination, and pairs it with an extended wheelbase to enhance stability and handling while eliminating the risk of toe overlap when using wide tyres.

Just how slack the bike’s geometry is depends on how you set it up. The Assassin features not one but two flipchips with a total for five different positions. At the rear, the flip chips offer three axle positions, adjusting the effective chainstay and wheelbase length from 430mm in the middle position to 425mm at its shortest or 435mm in full shred mode. In the front, the fork chips offer two positions, High and Low. The Low position gives the bike a longer trail and slacker head tube angle, meant for technical terrain. The High position creates a shorter trail and a steeper head angle, for less technical and faster terrain. The fork offset changes from 45 to 53 mm, and vice versa.

Riders are encouraged to play with the different flip chip positions to find one that works best for their riding style and terrain. With that said, the basic guidelines are:

- For rugged terrain, 45mm+ tyres and a more mountain bike feel: go long and low
- For racing or riding on hardpack or less technical terrain with a maximum tyre width of 38mm: go short and high.

Adjusting the front flip chips involves removing the front wheel and rotating the metal inserts. Rear adjustments are best done at home as it requires swapping out the inserts and realigning the brake caliper. It takes only a few minutes but since spare parts are involved, it’s best done in good light and without the risk of accidentally losing any parts.

Ready to go long

Adjustable geometry aside, what I really appreciate about the Assassin is the sheer number of thoughtful features that are important in my riding style yet, more often than not, do not come stock on gravel bikes.

I’ll drop a list below but special mentions are the guided routing for dynamo lights, room and mounts for fenders and the joint compatibility to run a dropper post and a wired Di2 drivetrain.

Features

• Fli pchip in frame and fork
• 47mm tyre clearance in both 700c and 650b
• 1x or 2x, up to 50/34
• Dropper post and Di2 jointly compatible
• Front dynamo internal routing
• Fender and rack mounts
• 4 portal bosses + 2 bottles
• 27.2 mm round seatpost
• T47 threaded bottom bracket shell
• Weight: 1,785 grams including hardware
• Price: €3,000

My Bike Build:

For this review, FiftyOne set me up with a frameset to build up to my liking. Here’s what my build consisted of:

• Drivetrain: 1x12 Shimano Wireless GRX
  • FC-RX820 cransket with 40t chainring
  • 10-51t M8100 cassette
  • RX825 levers & RX820 brake calipers
  • RD-RX827 rear derailleur
  • CN-M8100 12-speed chain
• Wheels: Shimano WH-RX880 wheels
• Tyres: Rene Herse Corkscrew Climb
• Cockpit: 40cm ENVE SES AR Handlebars, 90mm ENVE road stem
• Seatpost: Ergon CF Allroad Pro Carbon
• Saddle: Ergon SR Pro Women

The Ride

I live in the beautifully varied yet very rainy Pacific Northwest. The gravel riding I enjoy spans the spectrum, but my outings tend to be long, hard and, often, technical. I get a real kick out of being underbiked, and most rides include a mix of singletrack and occasional hike-a-bike sections. That means I need a bike that’s both capable and lightweight.

My current go-to steed is a Specialized S-Works Crux, a wonderfully light race machine that I love but honestly, it’s completely the wrong bike for the kind of punishment I subject it to: ultra-distance gravel races, bikepacking adventures, detours onto mountain bike trails, and riding through six months of persistent rain.

In contrast, the FiftyOne Assassin, with its multitude of bosses, fender mounts and integrated dynamo routing, feels almost purpose-built for my style of riding. It’s no S-Works featherweight but it’s far from a heavyweight, and I’d wager it can take abuse a little better too. My only regret during testing was not finding the time to take it bikepacking. This Assassin would be an efficient, fun and very capable companion for those longer journeys.

While some gravel bikes can double as a road bike, I’d put the Assassin squarely in the off-road category. Depending on how you set it up, it ranges from playful to downright shreddy, but it doesn’t quite have the snappiness or top-end speed of a true quiver-killer. By that, I don’t mean to detract from its versatility; it’s an invitation to lean into what the bike does best.

To that end, I built this bike up with Shimano’s new wireless GRX drivetrain, Rene Herse’s 44mm Corkscrew Climb tyres and 40cm wide ENVE AllRoad bars.

Before diving into handling and the flip chip system, I have to say: I’m a sucker for stealthy bikes, and the Assassin’s BlackOps finish is downright sexy. Best appreciated in person, the clear coat over raw carbon not only showcases the frame’s carbon weave and craftsmanship but also perfectly complements the bike’s “Assassin” persona.

Now, about handling. I must admit that I feel torn about flip chips in general. In my experience, most consumers set them once and never touch them again. Tet a bike like the Assassin begs to be played with. Its versatility truly shines when you take the time to experiment with different tyres and flip chip settings.

In its shreddiest, ‘long and low’ position, the bike is impressively capable. A mountain biker’s idea of rigid bike. The progressive geometry makes it easy to keep your weight balanced and moving around when things get steep or uneven, or you’re carving through some loose banked corners. Surprisingly, the Assassin’s bottom bracket height is relatively tall; with a BB drop of 70 mm, it sits higher off the ground than I’d expect. Personally, I don’t love to be super low to the ground, and prefer the benefits of less pedal strike and more nimbleness but it surprised me nonetheless. All in all, the low and long setting is fun and confidence-inspiring, and one that saw me net my personal best on a short but technical section of trail in my favourite city park.

That said, there’s a trade-off in quickness, noticeable especially when the off-road sections are strung together with pavement in between. For a more efficient ride where pace and nimbleness are more important than stability, the ‘short and high’ setting offers the liveliest feel. This is the setting one would want for a mixed-terrain group ride, a gravel race or, even, when using the Assassin as a wide-tyred, full-fendered commuter.

Most of my time, though, was spent in the happy middle; with the fork in High and the rear in the middle. Even with the 44mm knobbies, toe overlap wasn’t an issue, and the bike struck a nice balance: keeping pace on pavement and hardpack while still handling singletrack detours with ease.

If you’re reading this and have a flip-chip enabled bike, I’d highly recommend playing with the setups to find the handling that best suits your terrain and preference. On the Assassin, it was relatively easy to do and it’s fun, too, because it feels like you have more than the one bike.

The gravel world is evolving fast, and in the years since the Assassin launched, some developments might call for an update to the model sooner rather than later. Tyre clearance is one. With races now being contested on tyres upward of 700 x 52mm, the Assassin’s 47mm max may be a limiter to some. Then, there’s SRAM’s insistence on UDH derailleurs, and the Assassin’s lack of integrated storage, a feature increasingly common on do-it-all gravel steeds. Duff assures us an update is coming, but for me, these are wishlist items rather than dealbreakers.

Value & Verdict

At €3,000 for the frameset, the Assassin is certainly an investment, but it’s priced in line with mass-production options such as the Specialized Crux 10r (€3,100), Santa Cruz Stigmata (€2,800), and Trek Checkpoint SLR (€3,500). When you factor in the Assassin’s capability and boutique pedigree, it’s perhaps more apt to compare it to something like the ENVE MOG. And here, it comes in well under that bike’s €5,995 price (thought that does include a seatpost and cockpit).

The Assassin’s appeal lies in its blend of versatility, real-world utility, and sheer fun factor. It can tackle everything from rowdy, technical terrain to all-day mixed-surface adventures to fully loaded bikepacking trips. It offers thoughtful and practical features like extensive mounting points, integrated dynamo routing, and adjustable geometry that are hard to find in mainstream offerings.

This is the kind of bike that can shift roles over the years yet remain a trusted, capable companion. For riders seeking a custom-inspired, performance-driven gravel bike that handles technical terrain with confidence and thrives on variety, the FiftyOne Assassin is a compelling choice worth considering.

Whether you’re lucky enough to be starting out in cycling with a £2000/$2100 budget, or you're just inspired by the Tour de France this month and keen to upgrade, you are somewhat spoilt for choice at this price point.

Contrary to what we often hear, you get far more now from the best budget road bikes than you did 10 years ago. Carbon steerers have improved weight and steering response, hydraulic discs are now the norm and 12 speed shifting is available too. What’s even more remarkable is that one bike in the test has not just been roughed out in simulations; it’s actually been wind tunnel-verified to check its aero performance.

Carbon isn't the only game in town either. I was also reminded just how much value you can get by sticking with aluminium and that your next road bike needn't be carbon. Worries about harsh ride characteristics are less of a worry than they used to be, as every bike in this test proved ably, and anyone who says one material is infinitely better than another, hasn't tested many.

I still find that manufacturers struggle to meet everyone’s needs with a single tyre. Still, the test reminds us how far we’ve come in other areas, with flawless shifting and up to 12 speeds available, thanks to Shimano's fantastic 105 mechanical groupset. When shifts feel this light and accurate, it's hard to justify the investment needed for the electronic versions and the home mechanic need never worry about feeling out of their depth, if you want to maintain these bikes yourself.

That's enough preamble from me, let's look at how these budget road bikes performed when I ran them head-to-head. It is worth noting that all the bikes in this test have cheaper versions, which retain many of the advantages identified here but come in at lower price points, so if you don't consider the lowest price bikes in this test affordable, there should be more sensible options further down the range.

Giant Contend SL

In a market where many direct-to-consumer brands can offer carbon frames, it’s easy to overlook the value of a well-executed alloy road bike. The Giant Contend SL 1 is just that, showing there's still plenty of life left in aluminium - if it’s done right. Retailing for £1,649/$2100 and weighing in at 9.5kg, this is a bike that offers a thoughtful spec, solid performance, and real-world versatility without trying too hard to be something it’s not.

Built around Giant’s ALUXX SL-grade alloy frame and matched with a full carbon fork, the Contend SL 1 has a balanced geometry that straddles the line between sporty and endurance. It’s quick without being twitchy, composed without feeling dull. The 412mm chainstays contribute to an engaging ride feel, while the OverDrive steerer gives the front end a touch more precision, albeit with a bit of feedback over rougher surfaces.

Shimano’s mechanical 105 12-speed groupset provides smooth, reliable shifting, and although the chainset isn’t from the main 105 line, the performance is more than adequate. Braking is handled by Shimano hydraulic calipers paired with Giant’s own rotors, and stopping power is sharp and confidence-inspiring. The P-R2 Disc wheelset is tubeless-ready and fitted with Giant’s Gavia Fondo 2 tyres in 28mm width. These aren’t the most supple tyres on the market, and they do dull the ride a touch, but they’re serviceable and easy enough to swap out.

The bike feels composed on longer rides, helped in part by the composite D-Fuse seatpost which genuinely smooths out road buzz at the rear. The saddle - Giant’s Approach model - isn’t universally comfortable and the long shape may not suit everyone, but it didn’t give me any major issues. The cockpit and fork do transmit a bit of chatter over rougher roads, and it’s here that the alloy reminds you of its limitations. That said, a better set of tyres - possibly 30mm - would help mute some of that front-end feedback. There’s clearance for 32mm, though in today’s market, that feels like the bare minimum.

Handling-wise, the Contend SL 1 is a pleasure. I tested the M/L size, and once the front end was set low, the bike responded with a liveliness you don’t always expect from a mid-tier alloy frame. On descents, it remained composed, and through tight corners, the short rear end made for playful, precise steering. It rewards input without punishing you for missteps.

Looks-wise, the Contend plays it safe, but cleanly. Internal cable routing helps, and the paint finish is solid, if understated. Mudguard mounts add practicality without visual clutter.

In short, the Contend SL 1 proves that you don’t need carbon to have a good time on the road. It’s not flashy, but it’s well-built, nicely specced, and just plain enjoyable to ride. For riders who want reliable performance without breaking the bank - or sacrificing versatility - it’s hard not to recommend.

Boardman SLR 9.0

The SLR 9.0 from Boardman is a good-looking bike. But the spec sheet is exceptional for a bike at this price point. It features a CFD-tested and wind-tunnel-verified full carbon frame, fork, and steerer, along with a 105 groupset (with non-series chainset) finished with a stunning off-white pearl into metallic black fade. Although it is the most expensive bike in this test, it’s also the only carbon bike.

You also get a ProLogo Scratch M5, and while saddle choice is personal, this is a high-quality item in a contemporary 145mm width, featuring a substantial relief channel. The branded goodies continue, with GoodYear Sport tyres in 30mm and there’s room for 36mm if you need it. They look great in tan walls against the off-white of the frame and work well in wet or dry conditions. I had no flats. They’re a standout tyre in this test.

The wheelset is an Alex setup, and they look the part at 30mm deep, in keeping with the aero aesthetics. They rolled smoothly and remained true throughout the entire test, indicating that the build quality appears to be decent. They are tubeless-ready, which is a big plus.

There’s a D-shaped seat post, which is nicely finished and compliant, with two lay-back options, which is refreshing at this price point.

The cable routing is via a two-piece cockpit, thank goodness, but looks the part in a clever compromise that will give you more flexibility to adjust the fit. The cables run through a faired stem, called SLR ICR, using cheap-to-replace ACROS head bearings. The slightly relieved cable path here doesn’t seem to hinder the shifting experience in operation, although you may need to monitor service intervals to maintain it. The handlebar choice reflects the performance intent, being only 40cm wide.

The light action of the Shimano 105 mechanical groupset reminds me how excellent mechanical shifting is these days. As for the gearing, the combination of 12-speed, 50-34 and 11-32 out back is spot on.

It might have race bike looks, but the SLR is hiding stacks of practicality with nicely concealed mudguard mounts and plenty of extra bottle bosses. There’s also a UDH hanger for T-mount rear derailleur systems, for a little future proofing, and the comfort of knowing you can get a rear mech hanger anywhere.

The bottom bracket is a BB386EVO. BB386 is a Shimano standard and much improved from early Cannondale derived press fit systems. This is the only non-threaded bottom bracket in the test, but the payoff here is a wider, more substantial pedalling platform.

Geometry is more all-road than all-out race bike, despite the looks. That’s no bad thing of course and this bike is relatively low at the front end if you need it to be.

At 9.2kg, it’s certainly not heavy. An upgrade to the competent but uninspiring Alex wheelset would bring that number crashing down into the mid-to-high 8kg area, if that was important to you.

Out-of-the-saddle efforts are solid, with no vagueness in the power transfer. Ride quality is more than acceptable with no jarring. The only mild criticism comes via a slightly neutral feeling in terms of feedback and handling, but it never feels boring and it’s about right for a ride out with mates, or a PB at that 100-mile sportive you’ve been aiming for all year.

This is a bike that’s trying to do a lot of things well, and doing a very good job of it, whilst looking much fancier than its price tag.

Specialized Allez Sport

The Allez retails at £1600, £100 cheaper than the Domane. But they both share a Tiagra 10-speed mechanical 50-34 2x set up with an 11-32 cassette. Most of the parts are from in-house brands. On paper, then, they’re very similar offerings.

This bike has the Allez name, however. One that’s been synonymous with a back door into high-performance road bikes for years. If it has the Allez name, it has that legacy to live up to.

More than a pretender to the Tarmac, the Allez was the bike of choice for weekend racers who didn't want to risk riding a carbon frame. With this version, Specialized has started with Roubaix geometry and tweaked it, and its judgment is spot on. It’s not as lively as the Allez of old, but the balanced sensation remains, and it is a fun and eager bike to ride.

The wheelbase is slightly shorter than that of the Domane on test, and this, combined with the responsive frame, really does make it feel like a very different bike to the Trek, despite similar trail values.

This bike doesn’t feel as sharp as a full-fat Allez used to be, but it’s not intended to. The Allez Sport is a good stepping stone to a more responsive bike, or a suitable choice for someone who wants some road bike excitement but also craves more practicality. I get the sense that either customer would be very happy.

As well as riding a little more like a race bike, you also feel more involved in the steering, making for a livelier and more direct ride.

The tyres and wheelset don’t let the bike down as such, but like the Trek Domane, they’re bombproof, so there’s a compromise in that in terms of trading puncture protection and longevity, for the greater sensation you get from a more focused tyre on a more lively wheel set up.

In the case of this Allez Sport, Specialized seems to have managed those always subjective judgements about just how far to go with the handling numbers really nicely, the slightly shorter wheelbase here works to create a livelier riding bike more befitting of the Allez name and makes it slightly more fun to ride than the Trek.

If you can visit a dealer, take a close look at the colour schemes carefully. This one stands out and looks great on a sunny day, making it feel special in a way that I suspect the flat grey version won’t.

Trek Domane AL4

Trek talks up the Domane AL4 as being both speedy and versatile, and it certainly is the latter. With a Shimano 10-speed Tiagra groupset, and bosses for everything you might need, including racks and mudguards, this is a great bike on which to take on a big sportive or go on an adventure, where reliability, practicality and comfort are needed.

Handling is self-assured and straightforward, not exciting. Exactly as it’s designed to be. With a trail value of 61mm, it’s no slower steering than anything else here, except the Giant, with a sharper 58mm trail set up. It’s all very confidence-inspiring, especially when you’re in the market for a bike that’s going to expand your road cycling experience, which is who this bike is ideal for.

When you buy a big brand from vertically integrated bike companies, you get a lot of its parts, and this is no exception. Bontrager dominates the spec sheet. The Bontrager Paradigm SL wheelset is likely bombproof, with zero issues on test. Only a copper with a stinger could flat the Bontrager R1 Hard-Case Lite in 30mm, but there are no fancy logos on show, just competent bits engineered for reliability.

The saddle is well-padded and tactile, and will suit a lot of bottoms with its contemporary noseless shape, and is exceptionally well-suited to the more upright riding position this bike delivers.

In practice, some of these choices do hold the bike back somewhat in the feel and handling department. If you do start out with this bike, which could serve you well for many years, then a well-timed upgrade to a set of premium tyres and upgraded wheels could bring some beneficial magic to your ride feel.

Where Trek has spent time to make this bike impressive is in some lovely details. This is certainly a bike that might stand out in the shop, and the gold detailing is thoughtful, sprinkled throughout the bike in a way that gives it a premium feel. It’s a lovely-looking bike, and the hydroformed tubing and headtube mimics the profiles and lines of the other Trek-family frames you’ll enjoy spotting in the pro peloton.

The cable routing however doesn’t make sense. The way Trek has approached it is baffling. It adds so much friction I could barely fit the handlebars, such was the tension on the tightly packed cables that ran externally, and the cables running into the headset are fixed solidly with zero adjustment without taking the front end apart.

Issues with routing aside –once set up you can ignore that – this is a very competent, incredibly practical and good-looking bike, that should be easy to live with, ride and enjoy in a variety of different settings.

Where brands like Trek and Specialised struggle is in matching specs with the second-tier brands, who seem to squeeze more equipment onto their bikes for the same price point.

This bike is crying out for a little zing to go with the bling, but as a steady, solid and practical bike for building confidence or to load up and take on long adventures, Trek has answered the brief well.

How we tested these budget road bikes

To thoroughly test any of the best road bikes, regardless of price, category, or intended use, there's very little substitute for time on the bike. All the bikes in this test were tested extensively in the Cotswolds in the case of the Giant, Lincolnshire where we gathered all the bikes for the shoot, and Norfolk where we spent the most time. There we have a vast network of quiet roads and mixed surfaces on which we put all of the bikes in this test through their paces. Rolling hills on varied terrain, give us access to plenty of bends and elevation changes too, in quiet traffic where I can focus on the bikes and their individual strengths and weaknesses.

During my rides around the quiet back lanes of Norfolk, bikes like these are actually extremely well suited to the terrain, their handling characteristics suit the available routes, and we can fully consider how design choices and the parts chosen, might benefit less experienced riders. And of course, how they might work for people who've spent much longer on a bike, like us.

Entry level bikes often go to people getting into cycling at the first floor, where mechanical skills could be low, or need nurturing. By assembling these bikes ourselves, straight out of the box, we get proper insight into how thoughtful or otherwise the brands have been in considering the end user, and their user experience of unboxing and getting the bike ready for the road.

In a group test of this nature, getting out on the road in a repeatable and fair way requires that we plan shorter and longer routes that included as many of the features you're likely to encounter in the real world as possible. My loop included short climbs, rough roads with plenty of potholes and some hard-pack cycle paths. Alongside these shorter rides, which I repeated several times during the test period, revisiting and re-testing my own observations critically at times, we also completed at least one long road ride on each bike, to enable us to expose any reliability or comfort issues that might not otherwise be apparent on shorter loops.

Verdict

The good news is that there are no bad bikes in this test. Trek’s Domane AL4 is a steady hand, a solid choice. Specialized’s Allez Sport offers the same big-brand backup and straightforward approach, but with a slightly better feel from the frame and more engaging ride quality, living up to its famous name nicely, but adding way more versatility.

Boardman, however, is a smaller brand that has to try harder to stand out. In doing so it has knocked it out of the park with the SLR, cramming so much value into its full-carbon bike that it’s hard to recommend anything else.

Sadly for the Boardman, however, the runaway winner is the Giant Contend SL. It’s the bike that has kept it simple but ticked the most boxes, with a quality frame and fantastic groupset, matched with handling geometry that keeps it competitive with bikes costing three times as much.

The Giant Contend SL also proves that vertically integrated brands, which manufacture all their own parts and maintain extensive service and dealer infrastructure, don’t have to be more expensive than smaller brands.

Alongside the Dogma GR, Pinarello has launched its second gravel bike today, the Grevil F, which is their longer-distance endurance-focused offering. The original Grevil has been around since 2018 and was updated in 2021 to accommodate 50mm tyres, making it one of the early adopters of wider rubber at the time. So, what have they done to bring it up to date?

Pinarello has split their range of gravel bikes based on riding time, with the Dogma GR designed for shorter events under five hours, and the Grevil F is designed to deal with everything else whether thats tackling a gravel race at the slower speeds most us mere mortals manage or ultra distance events where carrying a lot more kit becomes very important or even bikepacking for those who like an adventure.

The Grevil F

The updated Grevil range, launched today, comprises five different frame sets in six sizes, with the F9 being the top of the range. They all share the same tube shapes and geometry; the differences lie in the type of Toray carbon fibre used. The F9 and F7 both use T900UD; the F5 and F3 use T700UD, and the base model, F1, uses T600. The top-tier versions are a lighter and stiffer ride than the more cost-effective versions due to the higher tensile strength of the Toray fibres, but all aim to have a high level of comfort built in.

The frame shape is also different to previous versions, though it still has powerful Pinarello DNA and is instantly recognisable as one of the Treviso-based brand's creations. It still features the swoopy tube profiles and clearance for 50mm tyres, but the most significant change is to the seat tube junction, referred to as Twin-armed seatstays by Pinarello. These give the Adaptive seatpost a bit more flex, providing up to 10mm of movement (depending on frame size and insertion), which is marginally more than the more racy Dogma GR.

The downtube has a new shape referred to as flatback which is not only stiffer but works better with 750ml bottles when used in conjunction with a frame bag by positioning them slightly lower, it also now has its own in frame storage as seen on the Dogma GR which has a large opening port with an integrated multi tool, a good sized bag that will take CO2 canisters, tools and tubes easily and even has room to stash extra gels in there if you need to.

It also features the TiCR integrated cable routing seen on the F series road bikes, as well as a stiffer bottom bracket that incorporates ideas from the development of the Dogma F bikes. The Onda fork is also present and correct, featuring its signature double bend. However, it now comes in two different rake options: 50mm for smaller sizes and 55mm for larger bikes, ensuring the bikes handle as they should across all sizes.

That's all fairly standard new bike stuff to be honest, but what really caught my eye at the launch was the new integrated accessories. The most obvious to me was the optional new frame bag, which is frame size-specific and utilises the well-known Fidlock magnetic mounting system, allowing it to fit in seconds and remain rattle-free with no straps or Velcro scratching the lush paintwork. This, paired with the supplied Bento top tube bag and internal frame storage, offers a lot of potential for carrying kit on long rides. Crucially, it'll still be as aero as it would without the bags and be easy to remove for quick access to the downtube port should you need a fast repair in a race situation.

There's also a neat tri-bar that uses a standard, but still quite narrow, clamp designed for traditional round handlebars. It features a Garmin mount, and the interchangeable ends allow for the addition of Di2 buttons or SRAM blips.

Pinarello has also developed a rear rack system and a top-mounted 12-litre bag, though other bags will fit. This is an unusual step for the traditional road brand, but one they took after noticing how many riders were using Tailfin-style racks and bags for ultra-distance events, which are more secure and move less on the bike over rough terrain than saddle bags. There are even fenders, or mudguards, for us in the UK, which, though not particularly glamorous, do make lots of sense for those living in northern Europe, though you'll need to add your own mudflaps to make them UK club run friendly.

First Ride impressions

I rode the F7 in a rather fetching Stone Turquoise colour, which featured a Shimano 2x GRX Di2 groupset. After riding a SRAM XPLR-equipped bike, it felt quite old-school despite having electronic shifting. I can't remember the last time I rode a bike with a front mech off-road, and I much prefer the simplicity and quietness of a single ring when the going gets rough. That aside, this felt much more like a gravel bike to me, with a more relaxed position and wider flared bars.

It still felt quick straight away for a bike with fat tyres, but not nearly as sprightly or nimble as the Dogma GR, as you'd expect. Where the Grevil excelled though was on rougher sections and on the downhill sections we encountered, the combination of a longer wheelbase, wider bars and more forgiving tyres meant I could let the bike go on the steep descents of our test ride and I could push the bike through a corner with more confidence and force than I could on the GR, it was also far more forgiving of the occasional poor line choice too.

My test bike didn't have any of the extra bags or accessories fitted, which was a shame, as I'd like to have seen how they faired on the trail. I was also curious about how the TT bars would feel off-road, as I find extensions without a change to a more TT-style position a bit strange and not quite as comfortable as I'd like. However, I can see the use case for them on longer, flat sections.

It felt more composed and comfortable on the trail than the Dogma I had ridden earlier that day (tough gig, I know). How much of that is down to the dropped stays or the extra tyre width and the lower pressures that allow for it is hard to say, but combined, they are certainly noticeable. That, combined with its various options and more attainable price points, makes this a much more intriguing option to me personally. The Dogma GR is a special bit of kit, but the Grevil is the bike I think would be more fun to live with.

I preferred riding the Grevil off-road; it was a much more familiar gravel experience for me and felt like a well-polished, very comfortable bike that I'd happily ride all day long, especially on the terrain I usually encounter back home in Yorkshire. I can also see how its more relaxed and less involved ride would be beneficial over a longer distance compared to the Dogma GR, and although I did like the immediate nature and responsiveness of its racier sibling, I could see the fast handling being more draining over the course of a long day in the saddle.

We have a Grevil F due in soon for a more in-depth testing on more familiar terrain, so keep your eyes peeled for a full review soon.

The Grevil F Series comes equipped with the following groupset and wheelset options:

-F9 - SRAM Red XPLR AXS 1x13 and DT SWISS GRC 1400

-F7 - SHIMANO GRX Di2 2x12v, SRAM Force XPLR AXS 1x13 and MOST Gravel Carbon 45

-F5 - SRAM Rival XPLR AXS 1x13 and Gravel Carbon 45

-F3 - SHIMANO GRX 820 2x12v, SRAM Apex AXS 1x12 and FULCRUM Sonig AL

-F1 - SHIMANO GRX 610 2x11 and FULCRUM Sonig AL

and in the following colourways:

-F9 - Atlas Sun Matt

-F7 - Stone Turquoise and Polaris Purple Matt

-F5 - NamibBrown Matt

-F3 - Etna Black

-F1 - Comet Silver Shiny

The recommended retail prices are as follows:

-F9 - €11,000, $11,000, £10,000

-F7 - (SRAM) €7,200, $7,250, Not available in the UK (SHIMANO) €6,900, $7,000, £6,000

-F5 - €5,600, $5,000, £5,000

-F3 - (SRAM) €4,300, $3,700, Not available in the UK, (SHIMANO) - €4,300, £4,000, Not available in the US

-F1 - €3,500, £3,000, Not available in the US

Model weights are as follows:

-F9 - Red XPLR AXS – DT SWISS GRC 1400 – Vittoria Terreno T50 45mm – Tiger Alu + Jaguar GR Carbon - 8.01kg

-F7 - Force XPLR AXS – Most Ultrafast 45 GR – Vittoria Terreno T50 45mm – Tiger Alu + Jaguar GR Carbon - 8.60kg

-F7 - SHIMANO GRX Di2 – Most Ultrafast 45 GR – Vittoria Terreno T50 45mm – Tiger Alu + Jaguar GR Carbon - 8.76kg

-F5 - Rival XPLR AXS – Most Ultrafast 45 GR – Vittoria Terreno T50 45mm – Tiger Alu + Jaguar Alu - 9.00kg

-F3 - Apex XPLR AXS – Fulcrum Soniq – Vittoria Terreno T50 45mm – Tiger Alu + Jaguar Alu - 9.24kg

-F1 - GRX 610 - Fulcrum Soniq – Vittoria Terreno T50 45mm - Tiger Alu + Jaguar Alu - 9.62kg

We will have a more in-depth review of the Grevil F coming soon. For more information, please visit Pinarello.com.

I was lucky enough to ride not one, but two new gravel bikes from Pinarello recently. The Italian brand has dabbled in off-road bikes for a while, with the original Grevil launched back in 2018 and more recently the Crossista CX bike and XC MTB, which were gold medal-winning bikes raced by Tom Pidcock and Pauline Ferrand-Prévot, and it's from the lessons learned developing those bikes that the Dogma GR was born.

The Dogma GR takes the brand's ubiquitous racing DNA from its top-tier road range to create an unsurprisingly, uncompromising race bike. Like Cervelo and Orbea, its gravel race bike is more road-oriented than a mountain bike, with tight clearances, sharp angles, and agile handling. Pinarello has split its two new bikes based on their intended usage: the Elite, designed for UCI gravel races, which typically last around four hours for the pros, and its sibling, the Grevil F, designed for longer and rougher events that last over five hours.

The Dogma GR

This is an unapologetically focused race machine, featuring aero tube shapes, tight angles, and somewhat controversially tight tyre clearances. As the name suggests, it shares a lot of its DNA with the top-tier Dogma F bike currently being raced by Ineos Grenadiers, so it's not that surprising to hear that former British gravel champion and current Ineos star rider Connor Swift was instrumental in its development.

It weighs 960g, which, when compared to climbing-specific bikes, isn't crazy, but for an aero frame built to take the repeated hammering of fast gravel riding, it's very impressive, with a complete bike (fitted with SRAM Red AXS groupset, Princeton Grit 4540 EVO wheels, and Vittoria 40mm tyres) tipping the scales at 7.35kg. Much of this is due to the long-standing partnership between Toray and Pinarello. In this frame, they utilise the same M40X, first introduced on the Dogma F, which boasts a high level of stiffness to weight compared to cheaper and easier-to-work variants found on lower-end models from the brand.

The frame has a similar silhouette to the road version, although it features rounder edges, giving it a slightly softer look. Other features, such as the aero keel around the bottom bracket, a narrow and more aerodynamic nose-shaped head tube with an E-TICR headset, and the curved Onda forks, are all present. Geometry is very close to the Crossista with a sound 10mm more reach in most models, which Pinarello refer to as race geometry and is geared towards maximum responsiveness, which makes a lot of sense when you see the hectic bunch starts of any of the UCI gravel events.

Interestingly, Pinarello have specced the same Talon Ultrafast one-piece carbon bar and stem as they use on the road range, which, though slightly flared at 7 degrees and a 7 degree inward bend, is less angled than we would typically see on an off-road bike, though the GR version specced does have two threaded bosses for mounting the optional TT gravel bars.

Speaking of which, Pinarello has also designed a very neat-looking bar setup that mounts centrally on the integrated handlebars and features mounts for your GPS and bottle cage at the top, as well as interchangeable ends for Di2, AXS blips, or standard close-end plugs, should you have some fast solo rides in mind.

As a frame designed for shorter events, it places less emphasis on comfort than the Grevil F. However, Pinarello has specced the same D-shaped Adaptive seatpost on the Dogma GR, which features around 8mm (depending on frame size) of flex built in, helping to dial out some trail buzz. Both bikes also come with an internal storage box featuring a long bag for fitting essentials, as well as a neat multi-tool built into the back of the cover. There's plenty of room to get the bag in and out, so much so that you can stash a few extra bits in there, like emergency gels, if you wish.

Tyre clearance is also suitably close, with room for 45mm rubber up front and 42mm in the rear on the Dogma GR, which might come as a surprise and goes against the current trend for wider tyres in gravel. They said the choice of rubber was based on feedback from their sponsored riders, who preferred the shorter wheelbase and the closer clearances it afforded.

The Dogma GR is available in 11 different sizes and three distinct paint finishes, with Interstellar Grey Matte being my favourite. It also comes in Luxter Blue and Matt Black. Build options align with its racing intentions, utilising the latest SRAM Red XPLR and Shimano Dura Ace, at an eye-watering €14,000/£12,500 for the XPLR build and €14,000/£12,000 for the Shimano option. It is also available as a frame-only option at €6,700, should you want to build one to a different specification.

First Ride impressions

The first thing that caught my eye was its remarkable beauty. I was never a fan of the early Onda frames with curvy tube profiles, but this version looks fantastic, with a good mix of straight lines and curves in the right places. The high-quality paint job only accentuates this further. After standing and staring at it for a while, my attention was drawn to what I feel is the bike's weak link, tyre clearance.

Like many, I’ve been using wider and wider tyres for gravel, and the limit of a 42mm in the rear does feel like a step backwards. There's always the classic gravel review caveat of ‘it depends on where you ride/what gravel means to you’, but still, I'd like to see a bit more space available, as you see on other race bikes from Argon 18 and Willier.

To be honest, I quickly forgot about the tyre width, as I was blown away by how it rode and was enjoying riding some sublime Prosecco region Italian gravel. It felt more like a responsive road bike, with very little sluggishness and a real nimble feel, unlike anything else I've ridden off-road. When I spoke to the product guys, they said they wanted it to feel familiar to road riders and existing Dogma F customers, and they've nailed that. The position and response when standing on the pedals are remarkably similar to those of a road bike, to the point where I'd like to ride it with some wide, smooth rubber. This is much like Andy’s thoughts on the Cervelo Aspero, where he noted its all-road capability, and I think this would make a great multi-surface or all-road bike too. In fact, Pinarello have a set of custom mudguards or fenders for the Dogma GR, so could this be the ultimate UK winter bike? It would certainly be the most ostentatious, given the price, but it is versatile in that all-road context.

The route we rode had steep climbs with a mix of gravel terrain, which the bike coped well with that though I’m not sure how suitable it would for the chunkier gravel conditions we have in the UK, though to be fair the other bike in the range is much more suited to that, and for smooth gravel and rough roads it was a delight to ride.

Comfort claims are hard to gauge on a short ride on unfamiliar terrain but id say it didnt feel as harsh as you would expect, clearly the Adaptive seatpost was doing a sterling effort on dialling out trail buzz as the Princeton wheels and relatively narrow tyres Vittoria T30 tyres though fast are not exactly the plushest of setups.

I'm a big fan of the Talon Ultrafast GR handlebar on a road bike as its slightly triangular profile in the drops is very comfy, but I prefer a bit more outward sweep in this use case scenario. Not a huge amount more, but I feel a few degrees would make the transition from drops to hoods in a hectic trail section easier.

Aero claims are impossible to verify outside of a wind tunnel, but it certainly felt fast on the long road descent we rode. Its race geometry made hooking up hairpin corners and changing line choices a delight, which would translate well to the chaotic nature of a gravel race, provided you have the skills to take advantage of it.

I loved riding the Dogma GR, as you'd expect from something costing £12,000; it's a lovely bike to ride. Still, I was left wondering whether they've made it too pro-specific, and its narrow tyre clearances feel like a contradiction of the feedback we hear from many gravel racers across the globe who opt for at least 50mm rubber on most courses. We will have a full review once we accumulate some miles on our test bike in more familiar terrain to make up our minds.

The recommended retail prices are as follows:

SRAM - €14,000, £12,500, $14,500

SHIMANO - €14,000, £12,000, Not available in the US

Frame only - €6,700

Model weights are as follows:

Dura Ace Di2 – Princeton Grit 4540 – Vittoria Terreno T30 40mm – Talon Fast Gravel - 7.30kg

Red XPLR AXS - Princeton Grit 4540 – Vittoria Terreno T30 40mm – Talon Fast Gravel - 7.35kg

We will have a more in-depth review of both coming soon. For more information, please visit Pinarello.com.

This time last year, my then-5-year-old had the joy of reviewing the Frog 53, an awesome bike, in fact, one of the best kids' bikes I've ever come across, and he's still riding pretty much every day. So when Frog announced it was launching a new first-pedal bike, we set about identifying an appropriately sized child to do the testing.

What’s new

The Frog 38 replaces the 40 (and prior to that the 43) as the smallest pedal bike in the range.

Frog’s naming-come-sizing system is based on the rider’s inseam length, denoting the shortest / minimum length for each sized bike for a novice rider (i.e. a 38cm inner seam for the Frog 38). This illustrates quite how much Frog have shrunk down the bike and makes the Frog 38 the smallest pedal bike we’re aware of.

The advantage of this is that there’s much less of a jump in sizing for kids currently riding a standard 12” scoot bike. In turn this makes transitioning to pedals much easier when kids may struggle to get their feet to the floor and so have to fully commit to the pedals at first try.

The build

The Frog 38 is a 9" frame with 14" wheels. Other than the headlines it's probably more helpful to think of its sizing in relation to the child rather than the bike itself.

Frog recommends using a child's inseam measurement for sizing, as it's much more relevant to bike fit than overall height or age (although there is a 3-4 year age guide). The 38cm inseam sizing is for 'beginners', but the 38 will also suit 'confident' riders with 36cm inseam, who are happy not to have both feet on the ground when stopping.

Despite its modest sizing, the 38 boasts all the kid-specific features of the larger Frog bikes. At 6.1 kg, it is lightweight, and its components are well-matched to the bike's stature, including short cranks and smaller brake levers.

Frog boast excellent safety features and have many other well-thought out aspects. For example, there's a internal headset block to prevent oversteering and the bike from folding up on itself, a common cause of crashes and bike tangles for kids.

A new safety feature on the 38 not seen on previous Frogs is the Insane Chains guard. This segmented guard clips over the individual links, which gives a much neater look than the larger plastic guard that features on most bikes. It saves a little weight too.

There are also large bumpers fitted to the handlebar grips to protect the bike in its inevitable crashes and – crucially – improve force dissipation, protecting against nasty injuries from the bar ends.

Our bike arrived directly from Frog, fully built, with a QR code that takes you directly to the setup instructions. Frog bikes are also available through local bike shops, offering expert advice in person.

The ride

At 3 years and 3 months, our tester had physically and metaphorically outgrown his 10" first scoot bike. Not only was it literally too small for him, it was nothing like his bigger siblings' bikes in looks or capabilities, making him more than ready for a "proper bike".

Although he was used to flying around on his small scoot bike he wasn't quite ready for pedals (more from a road-sense point of view rather than a physical one). The provided spanner made it easy to remove the pedals for another time.

At 95cm tall with an inseam of 38cm, he was bang on the minimum sizing for the Frog 38. To help the fit, we dropped the handbars to their lowest height using the included hex keys.

Given our tester's younger age, his ability to go far too fast on his scoot bike and his innate lack of fear, our first step was to introduce him to the concepts of control and stopping.

Perhaps the most crucial adjustment we made was to adjust the reach of the brake levers for his small hands. This is an adjustment that is easy to overlook, particularly since the smaller hex key isn't included, but it is an essential part of learning to ride and transitioning to pedals.

Much to his mother's delight, he grasped this skill really quickly. It was easy to see that this was because we had been able to adjust the small levers to fit his hands, rather than him struggling to reach and pull them.

The 38's geometry is really well balanced, giving our tester plenty of control. On his first few rides, we played loads of steering, stop/start, and bike control games as well as the inevitable flat-out races. He didn't once look out of control; the bike just held its line and went where he put it.

The Insane Chain Guard is neat and tidy. There's a bit of an audible drag as it passes through the chain ring guards, but it is much less than the bash and slap that occurs within a standard full guard.

Our rider is still having lots of fun scooting about without the pedals, so the plan is to keep it this way for a while longer. This is much more for his parents, who aren't quite ready to be constantly chasing after him.

Verdict

The Frog 38 is a wonderful bike, bringing all the good things about well-designed kid's bikes to even shorter and younger riders. By being a little smaller than many first-pedal bikes, it's easier to bridge the gap between scoot bikes and pedals without over-biking a small, new rider. And if they're not quite ready to pedal yet, the pedals themselves are easily removable.

At £380 the Frog 38 is a significant investment, although in line with other quality 14" bikes such as Squish (£320) and Woom (£380). There's a 10-year warranty on the frame and forks, which gives confidence in its longevity, especially if you have more than one child.

Specification

• Frame - 6061 T6 heat treated aluminium alloy, seat tube 6.7" (170mm)
• Fork - 6061 T6 heat treated aluminium alloy
• Front Hub - Quando, aluminium, sealed hub, 5mm allen bolt internal fixing, 16 hole
• Rear Hub - Quando, aluminium, sealed hub, standard freewheel thread and 5mm allen bolt internal fixing, 16 hole, drive side chain tensioner.
• Cassette free wheel - ATA, standard ISO thread, 18t, 4 prong removal, chrome plated/brown
• Rim - Aluminium, 14", double wall, machined braking surface
• Seat Clamp - Aluminium, Quick Release
• Headset - Neco, 1"1/8 , threadless, safety steering stop, Frog Bikes top cap
• Stem - Aluminium, 1"1/8, 38mm, 4 bolt clamp
• Grips/Bar Tape - Frog Bikes specific, lock on, slim grips with 40mm enlarged end
• Brakes (F&R) - Tektro C310, aluminium, linear pull
• Tyres - Kenda K1047, 14"x1.5", Hybrid, (ETRTO/ISO: 38-254)
• Mudguards - Resin, black
• Accessories Included - Bell, bike reflectors white/red, wheel reflectors orange/white, paint plasters , frame protector patches
• Crankset/Chainring - Frog Bikes Patented, 89mm, Aluminium straight arm cranks, 32T chainring, Black
• Bottom Bracket - Neco, square taper, 68/107.5, cartridge bearings
• Pedals - Resin platform, 9/16" thread, w/reflectors
• Chain - KMC, single speed
• Handlebar - Aluminium, 30mm riser bar, 420mm
• Brake Levers - Tektro JL352-RS, aluminium, easy reach brake lever
• Saddle - Frog Bikes child-specific saddle (small), steel rails
• Seat Post - Aluminium, micro adjust, 27.2mm

After dominating every corner of the WorldTour calendar, from the cobbles of Flanders to the summit of Isola 2000, Colnago’s V4Rs exits the stage with a palmarès few bikes in history can rival. Its successor, the V5Rs, made its debut at the Amstel Gold Race and wasted no time stepping into the spotlight, racking up wins at La Flèche Wallonne, Liège–Bastogne–Liège, the Critérium du Dauphiné, and a stage of the Giro d’Italia.

Meet Tadej Pogačar’s new weapon: a bike that’s lighter, sharper, and built to push the limits of modern road racing.

Meet the V5Rs

At first glance, the latest generation of Colnago’s V series doesn’t look all that different. Still understated, still classy, the updates are subtle. Some weight savings, of course. Some aero advancement. Minor tweaks to the geo. And thankfully, in my opinion, no obvious resemblance to the radical Y1Rs.

For a full breakdown of the updates, be sure to check out our launch story or take a deep dive into Colnago’s white paper, but let me give you the TL;DR version:

Subtle as the updates may be, the V5Rs does come with one bold superlative: it’s the lightest frame Colnago has ever produced. Thanks to a revised carbon layup and refined manufacturing, the frameset comes in at just 1027 grams, putting it in league with the Specialized S-Works Tarmac SL8 or Cervélo R5.

Yet, the V5Rs didn’t just go on a diet. It was designed to be faster, more aerodynamic and more responsive. In other words, a true all-rounder purpose-built for today’s dynamic racing and one racer in particular.

Highlights:

• Weight Savings: At just 685g unpainted (size 485), the V5Rs is Colnago’s lightest-ever frame — 12.5% lighter than the V4Rs.
• Improved Aerodynamics: The V5Rs features a new tube profile, slimmer fork blades, a drastically thinner seatpost, and a reduced frontal area. Wind tunnel tests show a 9-watt saving at 50km/h.
• Shared Development with Y1Rs: Aerodynamic learnings from the Y1Rs project helped shape the V5Rs – specifically designed for riders who prefer solo attacks and high-speed breakaways.
• Racing Geometry Tweaks: Slightly steeper head and seat tube angles, refined trail and fork rake for quicker handling and better climbing. Also: size-specific forks.
• New Bottom Bracket: The V5Rs switches from T47 to a BSA bottom bracket

While the silhouette remains familiar, a closer look reveals the changes made. The latest gen comes with some stealthy aerodynamic improvements. These changes are most evident in the refined tube and joint shapes, a slimmer head tube, new fork blade profiles and an impossibly thin seatpost. (So much so that the Di2 battery required a new home. It now lives just above the bottom bracket in the downtube, accessed via a dedicated port.)

While the Y1Rs serves as Colnago’s out-and-out aero machine for the fastest, flattest races, we’re sure to see a lot of the V5Rs this July as Pogačar's go-to weapon at the Tour.

I’ve had this next-gen all-rounder in my possession for the past two months. Here’s how it fared.

The Ride

“You’ve been riding that a bit.”

I’ve heard it more than once from riding buddies who noticed how often I was out on the V5Rs. As someone who gets to ride and test some of the best bikes on the market, it’s not often they see me ride the same test bike over and over. At first, I didn’t notice it myself, but the V5Rs became the bike I kept reaching for, week after week. That alone says a lot.

Off the bat, I’ll tell you: there is nothing flashy about the V5Rs. It doesn’t even have an obvious “wow” factor. There are lighter, faster and snappier bikes out there. But the more I rode it, the more I reached for it. It’s fast and fun to ride, yes, but it’s got a quiet competence to it that kept drawing me back.

The bike as reviewed:

• Make & model: Colnago V5Rs
• Size: 455
• Colourway: UAE Emirates team colours (SDM5)
• Drivetrain: Shimano Dura Ace Di2 (note my bike came with 167.5mm crank arms, which is not an option in the online ordering process)
• Wheels: Enve SES 4.5
• Cockpit: Colnago CC.01
• Saddle: Prologo Skratch M5 Tirox
• Tyres: Pirelli P Zero TLR Race SL
• Bottle cage: Colnago bottle cage x 1
• Tape: Colnago Grip Handlebar Tape
• Actual weight: 15lbs /6.8kg ready to ride with 1 bottle cage

First Impressions

While aesthetics are a matter of personal taste, I think the V5Rs is a good looking bike. The black-white-and-red colourway has been done dozens of times before, sure, but the UAE Team Emirates edition V5Rs still turns heads. In person, the white has a pearlescent sheen that catches the light just right. And the slimmed-down silhouette makes it look classy yet modern at the same time. A close-up look will reveal not a single round tube yet you wouldn’t know it from afar. Plus, those wind-channeling lines, especially where the top tube flows into the head tube, add a sense of speed even when standing still.

Fit-wise, I tested a size 455 (I normally ride a 51cm in most brands) with a 90mm stem and 39cm wide bars. The bike fit me well without the need for any adjustments beyond swapping out the saddle for one I prefer. If the bike were mine for a longer term, I probably would have removed one of the five 3mm spacers but now we’re just nitpicking! I did appreciate that my test bike came with 167.5mm cranks, which is not something that is offered during the buying process – at least not online. Here, 170mm is the smallest option. Likewise, the integrated cockpit with a 90mm stem and 39cm bars is as small as the offerings go, even on the smallest, size 420 bike.

And finally, another notable limitation when ordering your Colnago online is the lack of seatpost options. The bike comes with a 15mm setback seatpost. A zero-offset post is available only as an aftermarket purchase. Considering the bike’s astronomical price tag, I’d expect seatpost options to be included as part of the build. But more on the pricing later.

On the road

The V5Rs may have one of the stiffest front ends of any bike I’ve ridden. That stiffness translates into precise, predictable steering and a notably planted feel. Whether you're out of the saddle climbing or sprinting, or cornering on rough tarmac, the bike doesn't flinch or drift. It simply holds its line and goes exactly where you point it.

There's feedback too. Both good and bad. It’s not a harsh ride by any means, but the front end doesn’t mute the road either. You’ll feel the texture of the surface, the grip of the tyres, and, occasionally, your shoulders and lower back will remind you to stop skipping your strength workouts.

The V5Rs is stiff but not punishing. Light without being twitchy. Some bikes are so reactive that if you so much as sneeze, you’re veering off your line, but Colnago has struck a remarkable balance here. The handling is composed, responsive, and never nervous. It’s not the snappiest or most playful of bikes but I trusted it immediately. And for me, trust is everything when it comes to riding fast. You need to know, instinctively, that the bike will respond the way you expect it to, without having to fight it or push it into position.

The V5Rs earned that trust quickly. It put a smile on my face as I bombed down technical descents and railed through tight corners, confident that it would hold its line. Confident that it would move according to the shifting of my body.

Geometry plays a big part in this, too. The V5Rs puts the rider in an aggressive, rather forward, position but not uncomfortably so. The V5Rs is perfectly suited for long back-to-back days as well as short, all-out efforts like a criterium (though Colnago-sponsored teams will have the option of riding the Y1Rs for that).

The head and seat tube angles are nominally steeper than its predecessor and Colnago is using size-specific fork rakes to improve ride feel for smaller riders. As such a rider, I’m appreciative of this. All said, one feels engaged with the bike, not perched on it, allowing you to lean harder, braking less, and just enjoy the ride.

My persistent feeling I had while riding this bike was that the V5Rs would be a great bike for an American stage race. It would be a blast in crits, a great companion in climbing stages and, depending on the terrain, it would even be pretty competitive in an Eddy Merckx style time trial.

Again, it’s not the lightest bike out there. It also doesn’t have the whip-like snap some other superbikes have but it’s a very capable, very complete bike, one that will serve you well in just about any racing scenario. It may not be a bike that will WOW you when first you clip in, but it will win you over.

There is no faulting the build kit either. The ENVE SES 4.5 wheels are excellent: competitively light, aerodynamic yet stable, and with a beautifully smooth ride quality. Nice sound, too. Shimano’s trusted top-tier componentry delivers some of the best ergonomics on the market, paired with familiar, reliable and precise shifting and powerful braking.

But, for the price tag, I would have liked to have seen the inclusion of a power meter and, maybe, ENVE’s AR One-Piece Handlebar. Not that there is anything wrong with Colnago’s CC.01 cockpit, on the contrary, I quite like it. But between the price tag and this being a UAE team issue, it would have completed the build.

To that end, let’s dive into one of the biggest talking points of this bike: the price.

The price

The V5Rs, as tested, comes with quite the sticker shock or Tadej tax, as I like to call it.

It retails, as is, for $16,500 / €15,900 / £ 13,689.59. Even in today’s superbike market, that’s… a lot.

Specialized’s S-Works Tarmac SL8, also with a Shimano Dura-Ace Di2 build, comes in at $12,999 / £12,000; the Canyon Aeroad CFR Di2 retails for $10,499 / £7,899.00; and the newly released Cervélo S5, with a Shimano Di2 and a power meter, comes in at $14,250 / £12,500.

Let’s break it down, shall we:

Drivetrain: Shimano Dura-Ace Di2 — $4,200
Wheels: ENVE SES 4.5 — $2,950
Cockpit: Colnago CC.01 — $965
Saddle: Prologo Scratch M5 — $219
Tyres: Pirelli P Zero TLR Race SL (x2) — $180
Tape + Bottle Cage: ~$68

That adds up to $8,582 in components. The frameset itself retails for $6250, and that extra $1600? Colnago’s margin? The Tadej Tax? Who’s to say.

All joking aside, for the price of the complete bike, I would expect a power meter, the ENVE AR One-Piece Handlebar, and more options for crank length, bar width and seatposts. Those aren’t wild requests at this level, and in my opinion, customers spending this kind of money deserve that level of fit and personalisation.

Final Thoughts

Let’s be honest: if you’re even thinking about buying a $16,500 race bike, there’s a good chance you’re a masters racer — or at least in the income bracket that includes doctors, lawyers, CEOs and other folks who can swing that kind of money on a hobby. And if that’s you? You won’t regret it. The V5Rs is a very capable, very complete bike that will serve you well in just about any racing scenario.

Now, if you have no plans to pin on a number, I might point you toward Colnago’s C Series instead. Something a touch more relaxed with a superior ride quality. But, with that said: I don’t race anymore, and from the moment I clipped in, I felt at home. And I kept choosing to ride it. I very much enjoyed riding the V5Rs, so why wouldn’t you?

The price is hard to ignore but if you're looking for a modern all-rounder with subtle class and WorldTour pedigree—and you’re willing to pay for it—the V5Rs won’t disappoint.

The name Pearson will be better known to many as the oldest bike shop in the world. It is after all still owned and run by the Pearson family and is a staple of the London cycling scene.

But that name, that dates back to the 1800s, went through a transformation at the beginning of the year. Pearson is now a bike brand with big ambitions while the shop in East Sheen has been renamed as Forge 1860 in a nod to it's routes as a blacksmiths.

The Pearson bike range currently includes one gravel bike, the On and On, which I tested in 2023 - riding it across Scotland on the new Kirkpatrick coast-to-coast route - and two road bikes; the aero, race-focused Shift, and the endurance-focused Forge. Named in a nod to their history.

Even with a background stretching out over 150 years, it’s not easy for a brand born of an independent shop to compete with the likes to Trek, Specialized, Canyon and Cervelo, but if you have a loyal customer base, and some well-thought-out bikes, then you have a chance.

One other thing Pearson has to their advantage is a wealth of data from hundreds, even thousands, of customer bike fits from the shop. They’ve used this data to inform the design of their frames, which, while using similar geometry to other manufacturers in the middle of the size range, sees them adjust the geometry for outliers who need the extra small or XXL frames.

The Forge is what they call their endurance-performance bike, and as the name suggests, aims to give riders all the benefits of a race-focused bike, with the comfort needed for longer rides. The question is, can the two be melded to create the perfect bike, or do you end up with a Frankenstien machine that pleases no one?

Pearson Forge - construcion

The top of the range Forge is specced with a Dura Ace Di2 groupset and 45mm Ere carbon wheels. The 21 (straight-pull) spoke, hookless rims have a 21mm internal width and came with hookless compatible Vittoria Corsa Pro tyres - with 30gm TPU tubes - that sat bang on 30mm wide when pumped up to 70 PSI. The tyres were easy to roll off by hand, and not too difficult to get back on. But do remember to check tyres are hookless compatible when replacing them.

These wheels are nothing flash, but rolled nicely and didn’t go out of true during our time riding them. UK potholes notwithstanding, they should last, but are also ripe for an upgrade in future years.

The spec is bang up to date, with internal cable routing through the one-piece 38mm wide integrated bar and stem, a seat pin clamp tucked into the top tube, dropped seat stays, truncated seat tube, plenty of tyre clearance, deep(ish)-section carbon wheels and a universal deraileur hanger (UDH).

Everything you’d expect to see on a thoroughbred race bike. But step back a bit and you’ll notice the high front end. This is where the endurance-encouraging comfort comes in.

This 54cm size bike has a 60cm stack height which put my hands 5cm higher than my go-to 54cm bike. The reach is also three centimetres shorter than my regular bike making my overall position higher and shorter, shifting my centre of gravity up and back.

Such a position is designed for those who struggle to get low, maybe due to a lack of flexibility in the back, neck or shoulders or a waistline that’s getting a little bigger each year. It’s an obvious draw, but it does change a bike's riding dynamics.

Pearson Forge - the ride

There’s no doubt that the adoption of narrow bars with gently turned-in brake levers has changed the feel of a bike more than anything else I’ve experienced since riding my first set of deep-section carbon wheels.

The narrow position has been widely adopted across the industry and race scene and although takes a little getting used to, it’s no less nimble through the corners nor stable in a straight line. Even though the UCI has recently moved to ban set ups that bring a riders hands in too close together, I’ve quickly grown to really like the position.

But while the Forge puts your hands and arms in a more compact position, the rest of your torso is still sitting up in the wind. Bend your elbows a bit and you can get into a tuck, but the natural riding position on the top of the bars is quite upright which many people will find more comfortable.

It was still easy to get into a tuck and roll along an aero position akin to a race-focused bike, although the short reach meant my knees were clipping my elbows. Out of the saddle my knees caught the back of the Zefal bar bag I was testing and significantly overlapped the bar ends. But if you keep your knees in you shouldn’t catch them, although with 38cm bars that's harder for bigger riders.

Handling is the main feature affected by the upright geometry. The bike goes round corners okay, but it doesn’t want to drop in and rail it round. The issue here is my centre of gravity that’s higher and closer to the rear wheel than I’m used to, due to the reach and stack. These combine to move the steering point further back if looking at the bike and rider as a complete system. It also takes some weight off the front wheel, therefore slightly reducing its influence when cornering.

This could be countered with a longer wheelbase and specifically longer chainstays to move the rear wheel back in the system. With 408mm for the chainstays and 992mm for the wheelbase, the Forge has the same footprint as most out-and-out race bikes. While this, along with the chunky chainstays, means it’s responsive, there is an affect on the handling. For comparison, ‘all-road’ bikes will typically have chainstays of 415mm.

Sprinting out of the saddle required a readjustment in my position too, as my natural position put my chest too far ahead of the bars. But if you’re in the market for an endurance bike, perhaps your sprinting days are now behind you.

I’m a little embarrassed to admit that before riding the Van Rysel GRVL AF 2, I honestly can’t remember the last time I rode a bike that retailed for under $2,000.

Most of the time, when brands invite media to test their bikes, it’s to show off their halo products. Their lightest, fastest, most high-tech race machines. The superbikes that are wind tunnel-tested, dressed in top-shelf components and painted to turn heads in a showroom. Getting to ride these engineering marvels is a big perk of the job but sometimes, we lose touch of the bikes people are actually buying – not the $12,000 carbon superbikes but the $2000 metal ones.

The truth is, most bikes above a certain price point are excellent. Light, fast, sharp-handling. It's hard to go wrong when the investment’s there. But what about the bikes that don’t come with massive R&D budgets and glossy marketing campaigns? The ones built with tighter margins and a more restrained spec sheet? Arguably, making a good bike at this level is the tougher challenge.

These bikes might not be as aspirational, but there’s a lot riding on them. For many, especially those just getting into the sport, this is where the journey starts. And if we want people to fall in love with cycling the way we have, these bikes can’t just be affordable, they need to be capable, comfortable and, most importantly, fun to ride.

For many U.S. consumers, Van Rysel’s aluminium bikes will also be their first real introduction to the brand. Barely six years old, Van Rysel is a French performance-focused cycling brand and subsidiary of Decathlon, the one-stop sports superstore. Van Rysel made a splash in 2024 with its sponsorship of the Decathlon-Ag2r La Mondiale WorldTour team and the Van Rysel RCR Pro team bike, which was one of the most talked-about bikes in 2024. But despite its global presence–2,000 storefronts and counting–Decathlon has no retail stores in the United States. And Van Rysel is only now beginning to break into the American market with a limited offering on their direct-to-consumer website and a handful of strategic retail partnerships, most notably with REI, which has exclusive rights to sell the GRVL AF models through summer 2025.

This is all to say: the GRVL AF 2 is an important bike for Van Rysel. Important enough that they flew a group of media out to Vermont to put the bike through its paces. And that’s how I found myself reviewing the most affordable bike I’ve ridden in quite some time.

Let’s dive in and see how it fared.

Meet the Van Rysel GRVL AF 2

Van Rysel says its new line of gravel bikes was designed with comfort, versatility and adventure in mind. Promising a confidence-inspiring do-it-all platform whether you’re tackling chunky gravel, cruising country backroads, loading up for a bikepacking trip or just commuting across town.

At the heart of the GRVL AF series is a 6061 aluminum frame—AF stands for “Aluminium Frame,” not the other thing—and a carbon fork, both equipped with plenty of mounting points for bags, racks or fenders/mudguards. There are three builds, each making use of the same aluminium frame, carbon fork, alloy wheels and finishing kit.

The entry-level model tested here features a 1x10 MicroSHIFT SWORD drivetrain paired with TRP Spyre mechanical disc brakes and retails for $1399 / £999.99. An extra $600/ £300 gets you a 1x13 SRAM Apex mechanical drivetrain with hydraulic brakes. At the top of the range, the $2,399 / build is spec’d with a Shimano GRX 610 groupset and GRX 400 hydraulic brakes.

Drivetrains aside, the only other difference between the builds are the tyres. My test bike came with 40mm Hutchinson Touareg tyres. The Apex build uses the same tyres but in a 45mm width, and the top-end model is spec’d with 40mm Continental Terra Trail tyres. While spec’d for moderate terrain, the frame and fork will accommodate tyres up to 50mm.

My XS test bike came in a bold "granite pink" paintjob, which I quite liked, and there’s a sandstone colourway, too. The understated branding keeps the look clean and modern.

Specs

• 6061 double butted aluminium frame
• Carbon fork with aluminium Steerer
• Aluminium handlebars, stem, seatpost
• Decathlon Comfort 30º saddle
• Shifters: MicroSHIFT SWORD 1x10 SB-G7000
• Derailleur: MicroSHIFT SWORD 1x10 7005M Rear Derailleur
• Cassette: MicroSHIFT H104 Advent X 11-48T
• Crankset: Miranda Chainflow 3D Alloy 40T
• Brakes: TRP Spyre mechanical disc with 160mm rotors
• Wheels: Aluminium Van Rysel branded, Tubeless Ready
• Tyres: Hutchinson Touareg 700x40
• Tyre clearance: 50mm
• Claimed weight: 23.9 lbs or 10.83kg for a size medium
• Weight limit: supports a combined rider and gear weight of up to 242 lbs (110 kg)
• Price: $1399 / £999.99

The Frame

I rode an XS frame and felt right at home on the bike from the start, with the reach being just 3mm shy from than on my own gravel bike. If this were my bike, I’d likely remove a spacer or two for a sportier fit, but even out of the box, the geometry lands squarely in that endurance sweet spot — not too upright, not too aggressive.

With a 70-degree head tube angle and a 1020mm wheelbase, the bike’s handling leans toward the stable side, prioritising predictability and confidence over rough terrain and descents. That said, it didn’t feel sluggish on mellow trails either. The handling was still responsive enough to enjoy some light off-road fun.

The frame features a gently sloping top tube, which improves standover clearance and may also offer a touch of added compliance thanks to the exposed seatpost.

Up front, the carbon fork is paired with an alloy steerer tube, which keeps the cost low while adding durability and peace of mind when tightening stem bolts. The fork also includes three accessory mounts per leg, and like the frame, internal cable routing leads to a flat disc brake mount.

The Drivetrain

The entry-level build comes with a 1 x 10 MicroSHIFT SWORD drivetrain and TRP Spyre cable-actuated disc brakes.

While it’s been a minute, I fondly remember these brakes well from racing cyclocross when disc brakes were just becoming a thing. This dual-piston mechanical setup gave better stopping power and modulation than many other mechanical discs at the time. And while they don’t match the power or finesse of today’s hydraulic systems, they’re significantly easier to set up and maintain. For the price point, they offer dependable performance.

The SWORD drivetrain was new to me, but it left a strong enough impression that I’ll be writing a separate review on the groupset soon.

Designed specifically for gravel, MicroSHIFT SWORD was designed to balance a wide gear range (an impressive 436%) and reliable shifting with durability and affordability for riders tackling mixed terrain. The bike came spec’d with a 11–48T cassette and a 40t front chainring, which was plenty of range for the undulating terrain of Vermont.

While not as smooth or refined as its pricier competitors, the shifting was consistently reliable and predictable. The dedicated rear derailleur even features a clutch mechanism to keep the chain taut over bumpy terrain, reducing slap and improving chain retention.

But what impressed me most were the shifter ergonomics. The shallow hoods and compact shape were very comfortable. And the lever reach is short and intuitive, with a decidedly mechanical feel that makes shifting feel deliberate and crisp. The up- and downshift paddles are uniquely shaped with a nice texture to them and clean, taught engagement. The whole system has a surprisingly premium feel that belies its entry-level price point. And while the components’ finish is a little plastic-y, it looks clean.

I never felt limited by the 10 speeds, either. While 2 or 3 speeds short from many 1x competitors, the gear steps felt natural. The jumps between cogs were never jarring or awkward, which speaks to smart spacing across the wide 11–48T cassette. The number of gears don’t matter so much if they’re well spaced.

Kudos also to the size-specific crank arm lengths, which are just right at 165mm for the XS and small bikes.

The Wheels & Finishing Kit

The finishing kit isn’t anything to write home about but nothing to complain about, either. The 40mm-wide handlebars felt a bit wide for the smallest bike size offering; I would have preferred 38mm bars. That said, the flare and shallow drop were nice touches you don’t often see on lower spec bikes. I did swap the saddle for one of my own from the start, so I can’t comment on the stock option, but that’s a contact point many riders are quick to change anyway.

The wheels weigh in at a claimed 4.14 lbs (1,877g), with the Touareg tyres adding about 490g each. Factor in tubes, rim tape, and other small bits, and you’re looking at roughly 3kg for the rotating mass. This is an obvious area for potential upgrades, whether through an entry-level carbon wheelset or an premium alloy alternative, and by going tubeless to enhance ride quality and flat protection.

With that said, there’s nothing wrong with the existing wheelset. They felt durable and with centerlock hubs, thru-axles, and a 27mm internal rim width, they check all the boxes for a modern, versatile gravel setup.

How it rides

Over the course of three days on Vermont’s lumpy backroads, the GRVL AF 2 proved itself as a remarkably easy bike to get along with. It’s comfortable and intuitive, capable and yet lively enough to add some spark to the ride.

While it carries a bit more weight and lacks the snap of the carbon race-capable gravel bikes I’m used to, I never felt held back. On the contrary, the GRVL’s well-roundedness shone through across a range of terrain.

The stiff aluminum frame responds well to out-of-the-saddle efforts, efficiently translating power into forward motion up the climbs or during accelerations. Meanwhile, the carbon fork and high-volume tyres help take the edge off, softening some of the road chatter.

The geometry hits a sweet spot where the bike’s handling is responsive and playful enough to feel engaged, yet stable and predictable when the loose surfaces or descents call for it.

However, on fast descents, there is a moment when the bike’s weight asserts itself. It can feel like the bike’s starting to run away from you,building momentum faster than expected, but it’s easily controlled with a little feathering of the brakes or a few extra inches of stopping space at the bottom.

What stood out most was the ride’s composure. I found myself settling in and simply enjoying my surroundings and company. The GRVL AF provides well-rounded performance that newer riders will especially appreciate: confidence across uneven terrain, forgiveness in handling, and comfort for the long days. For that, the bike is aided by the drivetrain and brakes, too.

Versatility is another standout feature. The frame and fork offer plenty of mounting options for bikepacking excursions and commuter needs alike. With clearance for 50mm tyres and an endurance-focused geometry, it’s a bike that’s ready for multiple identities. Load it up, strip it down, hit dirt or tarmac. It’ll play along.

Verdict

For the $1,399 price tag, there’s very little to fault here. The GRVL AF 2 is a remarkably easy bike to get along with. It delivers a well-rounded ride quality, reliable spec, and a geometry that strikes a fine balance between comfort and capability.

I’m partial to hydraulic disc brakes, especially when riding with a heavy load or on technical descents. so I’d be tempted to stretch for the $600 upgrade to get the SRAM Apex-equipped model. That said, the TRP Spyres specced here do a perfectly respectable job, offering consistent braking with the bonus of easier setup and maintenance. One could always upgrade to Paul Klampers or TRP’s Hy/Rd calipers down the road. Plus, that headturning pink colourway is only available on the SWORD build, and aesthetics count.

If you’re interested in trying your hand at gravel racing, this may not be the bike for you. But for exploring backroads, trying bikepacking, logging long endurance miles or commuting through the city, the GRVL AF 2 is a confident, capable performer with room to grow alongside you.

And for those in the U.S., Van Rysel’s partnership with REI is also a significant plus. You’ll likely be able to see the bike in person, take it for a test ride, and make use of REI’s warranty and nationwide support.

If you are in the market for a high-performance road bike, the default choice seems to be Specialized S-Works Tarmac SL8, Canyon Aeroad CFR or Pinarello Dogma F, probably in that order. I am always amazed at how many of these phenomenally capable and incredibly expensive machines there are wherever cyclists gather.

However, if you fancy an alternative to these brilliant yet often ubiquitous bikes, then the Handsling A1R0evoS is well worth a look. Started in 2014 by ex-racer Simon Whiten, Handsling offers a small range of performance-focused bikes for road, gravel, CX, TT and track. Despite their small size, Handsling sponsors not one but two UCI Continental teams, UK-based ‘Handsling Alba’ and the brilliantly named ‘Turbo Velo Pickle Juice Cycling Team ’ in the US.

Like most brands, Handsling's carbon frames are made in the Far East, but designed by Simon and the team in Hampshire, in their own exclusive moulds.

Unlike a normal review where the test bike arrives ready-built, Handsling was keen to offer me a look at the entire buying process, which they feel is one of their USPs when compared to the bigger brands. Thus, I found myself, slightly jetlagged after an overnight flight into Heathrow, sipping coffee in Handsling’s Oakhanger workshop and discussing ‘my’ possible build with Simon himself. All buyers are encouraged to visit and chat about their requirements before purchasing, but phone and email conversations are also possible. It is worth emphasising that my experience was not because I was reviewing the bike, but simply part of Handsling’s usual customer service.

I’ll deal with my spec choices in the next section, but for me, a big part of Handsling’s appeal is its flexibility. As the bikes are built up in the UK, most components can be swapped out, sizes changed or omitted completely - if you already have a favourite pair of wheels or preferred saddle, for example, you're not tied into buying a part you don't need.

Another huge plus for Handsling frames is the massive choice of frame colours, with about 30 possible options, ranging from plain carbon to very sparkly flip-type paint jobs. I chose Sunset Gold, a gorgeous coppery orange and even got to talk to the chap who would be doing the paint spraying, Alfie.

After my visit, I emailed in the setup and measurements of my bike, and then had a couple of telephone calls with Rob to discuss what aspects I might like to change - for example, I chose a slightly shorter stem and narrower bars.

Construction

That paint job! Even though I’d chosen the colour myself, there is a big difference between looking at swatches and seeing the finished article in the flesh when I unboxed the bike, and it is hard to do justice to the multitude of colours apparent on the frame. Depending on the light, gold, green, orange, bronze, purple, copper and even blue make an appearance, an effect that is particularly noticeable around the curves of the bottom bracket. Alfie had done a stunning job.

Back to more technical matters. The claimed frame weight for the new A1R0evoS (launched in 2024) is 770g for a 52cm, around 200g less than for the non ‘S’ version. This has been achieved by the use of Toray 1100 carbon as opposed to Toray 800, which requires less material for the same stiffness, and adds £600 to the cost. Both frames are identical in terms of shape and geometry - another appealing aspect of the Handsling philosophy is that they don’t change the frames seasonally or particularly encourage riders to upgrade to the next, latest thing. Simon is keen that their bikes are built to last and remain on the road.

Although it is not an out-and-out aero bike, there are plenty of aero touches, with truncated D-shaped tubes, dropped seatstays and a cut-out seat tube. The hourglass head tube and fully integrated cables keep the front end extremely clean, with an extended section at the back of the head tube to reduce drag. The bottom bracket area is reassuringly chunky to not just catch the light beautifully but also to better harness power. Interestingly, it is a BB86 press fit unit rather than a mechanic-friendly threaded unit, a point that Handsling emphasises on its website as being better for performance.

New for 2025, the Advanced fork is wider and deeper for improved aero with a neat enclosed thru-axle end. The fork allows clearance for 35mm tyres. Rear tyre clearance is still a healthy 32mm.

The geometry is definitely performance-orientated, with 395mm reach and 565mm stack on my 56cm bike - identical to the SL8 and very similar to the Canyon Aeroad. However, the wheelbase of the A1R0evoS is fractionally shorter than both at 985mm, promising quick handling.

The inline seatpost and one-piece handlebar are Handsling’s own; I chose a 120mm stem and 38mm width bar to go with the bike’s racey character. Bikes also come with smart Handsling carbon bottle cages (25g each on my scales) and a K-Edge computer mount.

There is a good choice of wheels available on Handsling’s configurator and they have a long-standing partnership with Parcours, but, ever the weight-weenie, I opted for another British wheel brand and specced some Scribe Core SL50+ wheels to save a few grams and add a couple of millimetres of internal width. These wheels pushed the 30mm Pirelli P-Zero Race TLR tyres out to over 31mm in width.

Most riders would admit that Shimano Ultegra Di2 is every bit as good as Dura-Ace, except for a small weight penalty, and I fully agree with this suggestion. So, of course, I opted for a full Dura-Ace set-up - well, given the chance, you would wouldn’t you? Heart over head for sure.

Nothing contentious in the spec of the groupset with a 52/36 chainset, 11-30t cassette, and 170mm cranks, without power meter. I love the fact that with Handsling, unlike most off-the-shelf manufacturers, a ‘downgrade’ to Ultegra, for instance, does not also mean accepting cheaper wheels, bars, tyres, etc.

Weight without pedals, but with cages and mount, came in at bang on 7kg. Pretty good for a disc brake, semi-aero bike with 30mm tyres and 50mm wheels.

The ride

Years ago, a friend of mine had an Audi RS4, which I drove regularly, and I remember that it wasn’t the incredible V8 noise or monstrous performance that impressed me most, but the way that the suspension dealt with bumps whilst remaining stiff and planted on the road. The A1R0evoS reminded me of this. It is a race bike in every way, but it is also very composed on poor road surfaces. Of course, you still feel every crack, bump and piece of grit, but it is through a filter which removes the sharpest edges. No doubt the tubeless 30mm Pirelli P-Zero tyres and Scribe Core 50 SL+ wheels were doing their bit, but I am sure that the frame was also contributing a good degree of vibration absorption, making the bike less fatiguing than many race bikes.

However, step on the pedals and there is no hint of wooliness, just an instant response whether seated or standing. For a UCI-approved frame with two pro teams on its CV, this should come as no surprise, but after spending the winter on a succession of very good all-road bikes, the step up to a true race bike was still noticeable. The Handsling is longer, lower, stiffer and lighter, of course, but it is also more direct with greater responsiveness.

The short wheelbase never felt nervous, it was a joy to ride on fast, sweeping descents in Mallorca, where I found myself deliberately taking a sub-optimal line through some bends, just so that I could flick the bike over and carve round it, tightening the curve rather than straightening it, just for the fun of it. On the less-lovely roads of the Peak District, confidence was similarly high, although between potholes and gravel, there was a lot less scope for pratting about. Again, large volume tyres and wide rims played their part, but wouldn’t work nearly as well unless attached to a similarly competent frame.

Speed was never an issue (or at least not from the bike’s point of view). Whether pace-lining along the flat or gurning up a climb, the A1R0evoS played its part, providing a solid platform that encouraged big efforts. Handsling doesn’t give any aero figures, but the bike felt like it maintained speed very well.

The A1R0evoS does have a few quirks and foibles, though. First, and least important, is that the seat post clamp is rather clunky. It is a sort of double clamp whereby the part that clamps the saddle rails is itself bolted to the carbon post, and although the whole thing is light enough, it ain’t pretty. It’s worth noting that the layback version offered uses a much more standard clamp that looks a lot neater.

Secondly (and thirdly), there are lots of different bolt sizes used, from 3mm to 6mm (personally, I’d ban all 3mm bottle cage bolts!) which is a bit irritating, and some of the torque specs are way bigger than normal, eg. 12Nm for the saddle clamp and 10Nm for the seatpost. This isn’t too bad in the workshop with a torque wrench to hand, but it's pretty hard to achieve mid-ride with a multi-tool, although at least there is little danger of over-torquing them.

And finally, I found the shape of the one-piece handlebar a bit basic. Having used a few really nice, sculpted bars recently, the Handsling unit felt quite old-school. Although the tops are nicely flattened, they become round before the forward bend, making them less comfortable when holding them near the hoods. The drops curve away from you a bit too much and other designs feel more ergonomic.

However, the worst part of riding the A1R0evoS was that I was petrified of scratching the lovely paintwork. Whether leaning it against a wall outside a cafe, using metal tools near it or packing it into a bike box, I was in constant fear. A very nice problem to have, though.

Value and conclusion

I’m going to say that the Handsling A1R0evoS is good value. £9,089 for a British, custom-painted, Dura-Ace-equipped aero bike that weighs 7kg is not easy to match. It isn’t perfect, but I’d rather have the opportunity to choose my own stem and handlebar size than have a prettier saddle clamp any day.

Whilst writing a recent piece about steel and titanium bikes, it struck me that for some, the appeal isn’t just in the material but in the process and potential for customisation. This, in turn, leads to greater involvement and deeper connection with the finished product. Handsling offers a very similar proposition but with carbon rather than metal.

I certainly can’t say that the A1R0evoS is definitively faster than a Specialized S-Works Tarmac SL8, Canyon Aeroad CFR or Pinarello Dogma F, but I can say that there can’t be much in it for normal riders, and that the personalised service, chance to ride something different from the norm, and the balance of speed and comfort this bike delivers make the Handsling a very tempting proposition for anyone looking for a race bike.

Oh, and looking at that paint job never got old.

Specification

• Frame and fork: T1100 carbon with Advanced fork
• Bottom bracket: BB86
• Groupset: Shimano R9200 Dura-Ace Di2 12-speed
• Cassette: Shimano Dura-Ace 12-speed HG 11-30T
• Chainset: Shimano Dura-Ace 12-speed 52-30T, 170mm
• Brake rotors: Shimano Dura-Ace L 160mm front, 140mm rear
• Wheelset: Scribe Core SL+ 50 tubeless-ready
• Tyres: Pirelli P Zero Race TLR Black 700x30mm
• Handlebar: Handsling Race Integrated Carbon 380mm x 120mm
• Seatpost: Handsling Aero D-Shaped Seatpost
• Saddle: Selle Italia SLR Boost Carbonio
• Actual weight for size 56cm: 7kg

There’s nothing like your mates for keeping you grounded. “You’re not good enough to ride a gold bike!” was Rich’s only comment when I turned up to the ride on the ENVE Fray. Harsh, but fair really, although I’d argue that the shiny ‘Venom’ paint job is more green than yellow.

The Fray is ENVE’s all-road bike, sitting between the MOG gravel bike and the Melee road machine. All three bikes are only available in the UK as a ‘chassis’, which includes the stem, bars and seatpost (all from ENVE, naturally); however, in the US, you can buy just the frameset without the other components. Currently, the UK gets three colours as opposed to the seven available over the pond, although this may well change. Clearly, with so many colour options, the Fray has been a success for ENVE, which has used its extensive carbon know-how well in its succinct range of frames.

The thing is, though, that the Melee, ENVE’s most road-orientated bike, already has 35mm tyre clearance and mudguard mounts - so where does that put the Fray?

The Fray finds its niche by offering a slightly more relaxed riding position, with a higher stack and shorter reach, along with a gravel-compatible tyre clearance of 40mm and the all-important modern accessory that no self-respecting bike should be without these days, it seems: down tube storage.

A sort of 'all-road plus' bike perhaps.

Construction

Silhouette-wise, the Fray is pretty standard-looking. The carbon frame has dropped seatstays and a sloping top tube with very little in the way of overtly aerodynamic features apart from a few D-shaped tubes. The graphics are subtle, with one nice touch being the inclusion of the frame size, reach and stack figures in small writing near the bottom bracket.

As well as the bottle cage mounts and hidden mudguard attachment points, there are also bosses under the down tube and on the top tube for extra carrying capacity. On that subject, the down tube storage is reasonably well executed, with two zipped neoprene sleeves included, in which a tube and tools can be carried.

The frame’s numbers are, unsurprisingly, not a million miles away from other rapid all-road bikes such as the Pinarello Dogma X and Cervelo Caledonia-5, with the 56cm test bike having a reach of 389mm and a stack of 591mm. The 172mm head tube might seem a bit on the long side, but the design allows for a very low stem, so in practice it isn’t as long as the numbers suggest. Elsewhere, the wheelbase is 1008mm and the chainstays are the regulation all-road 415mm long. Seat tube and head tube are 73.5° and 72.6° respectively - a touch slacker than the Caledonia-5 and Dogma X.

Frame weight is given as 950g, which is pretty good considering it has the ‘Cargo Bay’ in the down tube, and only a couple of hundred grams more than most pedigree race bikes. Indeed, I weighed the whole bike at 8.04kg (without pedals), which, given the 36mm tyres fitted at the time, is very decent.

A good chunk of the UK chassis price is made up by the fact that the stem and bars retail for over £800 together, and although both are beautifully made, that is a lot of cash. At least they can be separately selected for optimum fit, unlike many one-piece systems. The inline carbon seatpost is also a premium-priced item if bought independently, with a D-shape for aerodynamics.

The final ENVE component is the carbon SES 3.4 wheelset, which uses a 39mm deep front rim and a 43mm deep rear. As standard, these come with ENVE hubs and cost £3,350 with a claimed weight of 1,390g, but our wheels had Chris King hubs, pushing the price of them well over £3,500. These rims are notable for their very wide internal width of 25mm.

Initially, the bike was fitted with 36mm WTB Exposure tyres, which should be a good all-round option for mixed surfaces; however, as the rim’s width caused the tyres to measure up at a whopping 39mm, we decided to fit the smaller 30mm version. Even so, these still came up at 33mm when inflated.

Much has been written about Shimano’s 12-speed Ultegra Di2, the tl:dr of which is that it is every bit as good as Dura-Ace, just 300g or so heavier. There is no need to dwell on this area, save to mention that the Fray frame is compatible with both 1x and 2x drivetrains and that our bike had a road-biased 52/36 chainset and 11-30t cassette fitted.

The ride

As you might imagine, the (effectively) 39mm WTB Exposure tyres kind of dominated the first few rides. With that much rubber and such a large volume of air, the bike certainly felt super comfortable, shrugging off small imperfections and large cracks in the road surface with impunity. Even off-road, the bike managed perfectly well on smoother, flatter trails of the Peak District, but it was hard to get much of an impression of the frame’s characteristics.

Before a week’s riding in Spain, I switched the tyres for some 30mm ones, albeit still the endurance-orientated Exposure model. These were great for long, steady rides around Denia, taking in the local highlights such as Coll de Rates and Val d’Ebo. I never felt that the bike or tyres lacked pace, and my Strava times up these hills broadly matched my previous efforts (if not those of Tadej Pogacar…). It was great not to worry about the odd unsurfaced section or gravelly back road, thanks to the tyres and the bike’s relatively forgiving nature.

Once back in the UK, I was keen to try the bike with a quicker tyre to help me in the competitive crucible of the Sunday club run through the Peak District, so I swapped to a pair of Scribe’s impressive Core 50 SL+ wheels, which had 28mm Hutchinson Blackbird tyres fitted. This turbo-charged the ride thanks to the lighter, faster rubber, and actually didn’t reduce compliance as much as I’d anticipated. The narrower Blackbirds have more supple sidewalls than the Exposures despite less volume, and also allowed the Fray’s carbon layup to absorb more of the buzz, knocking the edge off the vibrations whilst giving the bike a much livelier feel.

You certainly shouldn’t think that the Fray is a soft, slouchy kind of ride, though. I’d say it is slightly more direct/less compliant than the Cervelo Caledonia-5 and much more responsive than the Ribble Allroad Ti, for example. 80-100km rides were dispatched without bother, and I have no doubt that the bigger the ride, the more the Fray’s long-legged character would come to the fore. The front end just about went low enough for me to feel racey whilst the wheelbase was still short enough to feel rewarding without ever crossing over into race-bike twitchiness, and I liked the centred position afforded by the inline post and slightly lengthened chainstays.

There were some things I was less keen on, though. The Cargo Bay rattled when empty, a trait which I think is a bit unforgivable at this price point, and as the test ENVE MOG also suffered from this, it clearly isn’t a one-off. I also couldn’t make the storage work for me - it didn’t fit my usual set of tools and spares, so I simply stuffed a windproof jacket into it to keep my pockets emptier and the rattle silenced.

I also didn’t get on with the flare of the expensive SES AR Road In-Route Handlebar and found it awkward, and although the width on the tops was welcome, the lack of round 31.8mm bar for lights etc, made life a bit difficult. The In-Route stem, however, was a thing of beauty, and it was great to have been able to spec a long enough unit for me to feel comfortable rather than being saddled with the manufacturer’s spec.

Value and conclusion

My overall impression of the Fray was one of utter competence. This might seem like an odd word to use, but bear with me. It is quick, direct and reasonably comfortable, depending on tyre size, of course, and performs admirably on both good and bad road surfaces. Put skinny knobbly tyres on it and explore lanes, trails and tracks without worrying about the surface or stick some lightweight tyres on and travel very nearly as fast as a race bike. Load it up for bike packing trips or fasten on some mudguards and enjoy riding it year-round. It will happily do most things that you are likely to ask of it.

It is a great bike (Cargo Bay rattle excepted), and one I would gladly spend many miles on, but it is an awful lot of money for a generalist machine. It would be possible to knock a few quid off by speccing more prosaic wheels, but with a chassis price of £5,500, opportunities for saving money are limited.

There is little doubt that ENVE has nailed the brief and produced a consummate all-road, all-rounder type bike. What I struggle with, however, is its place in the market. For the £12,000 retail price of the test bike, I’d imagine most potential buyers would be better off with £7,000 road bike (still equipped with Ultegra Di2) and a £5,000 gravel bike, or even a road bike, gravel bike and an all-road bike, splitting the budget however you like.

I am giving it 4.5 stars because it is perhaps the ultimate iteration of a versatile all-road bike and that is exactly what it sets out to be, but, personally, I would struggle to spend that kind of money on a bike that doesn’t have a purer purpose.