Why would anyone choose cable-actuated disc brakes in 2025? It’s a fair question.

There’s a reason why hydraulic disc brakes have become the industry standard. Purely from a performance standpoint, they are superior to cable-actuated disc brakes. They are simply more efficient at transferring force from the lever to the calliper. Compared to mechanical systems, hydraulics offer better lever feel, braking power and modulation. Hydraulic systems can also self-adjust as the best brake pads wear down, helping to maintain consistent braking performance. Additionally, bends in the hose don't affect performance, an attribute that is all the more critical now that so many bikes use internal routing.

But hydraulic brakes also have shortcomings. When they fail, infrequently though that may be, they cannot be fixed in the field. If you’re in the middle of the woods, for example, and suffer a brake failure, good luck. There is no “bush bleed” protocol.

Hydraulic brakes can also be difficult to troubleshoot for a home mechanic. Brand and model-specific tools are commonplace, as is the need for experience with these systems. For riders who prefer to work on their own bikes or lack ready access to a professional mechanic, cable-actuated systems may be a more approachable option. Further, since most drop bar bikes combine shifting and braking into one lever assembly, riders are locked into a single manufacturer for the entirety of the build, with little flexibility to account for anatomical preferences or other specific needs. This is where mechanical disc brakes can provide an interesting alternative.

Why go mechanical?

Installed on a well-designed and built bicycle, mechanical disc brakes can provide performance that is close to that of hydraulic systems. One additional benefit is that mechanical disc brakes can be cheaper than hydraulics, though clearly, based on the prices of the brakes tested below, this is not always the case.

A few scenarios where someone might be interested in using cable-actuated brakes rather than hydraulics:

1. For people who prefer mechanical systems in general and value field-repairability (i.e. bikepacking and adventure riders who often journey far from services)
2. For those who own older groupsets that are not compatible with disc brakes, but who wish to continue using them instead of consigning them to the bin
3. For those with specific anatomical needs (i.e. riders with smaller hands whose needs are not met by current market offerings)
4. For those who disassemble and assemble bikes frequently while traveling (i.e. bike journalists who find themselves rebuilding a bike in a hotel room at 1 AM after a long day of travel and whose worst nightmare is discovering a catastrophic hydraulic failure in their bike bag)
5. For those who already own a bike with cable disc brakes and want to upgrade in search of improved performance

This is far from an exhaustive list. For me personally, most of my bikes use hydraulic brakes, but I have had to assemble enough bicycles in hotel rooms to appreciate the fool-proof nature of mechanical systems, hence my interest in the subject at hand.

'Brake it down': four mechanical disc brakes put to the test

Yokozuna Ultimo

Ride impressions: The Ultimos are unusual in that they offer a hybrid design with a self-contained, closed hydraulic system to actuate the pads, by way of a cable pulled at the brake lever. This closed system requires no maintenance, and adjustments can be made with a single knob, which moves both pads simultaneously. The Ultimos have four pistons, instead of the more commonly seen two in this segment. With this design, Yokozuna has been able to achieve some of the benefits of hydraulic actuation while consolidating this aspect to the calliper. This means that fluid, rather than mechanical leverage, moves the pistons, causing both pads to engage the rotor. However, unlike a fully hydraulic brake, the pads do not self-adjust.

I was impressed by the Ultimo callipers in a variety of ways. Installation was straightforward, and everything necessary was included in the box. Once the pads were bedded in, power was strong and modulation consistent, if a little vague. They do not have the fully locked-in feel of a well-bled hydraulic brake, since the cable stretch comes through the lever after the pads have fully engaged, but otherwise, they perform very well.

Verdict: The Ultimos are about as close as you can get to hydraulic performance while using cables. With properly prepared (i.e. perfect cuts and properly cleaned ends) and well-routed housing, the brake action is excellent. Performance will degrade over time as cables stretch and are subjected to dirt and oil contamination, just like all mechanical brakes. It’s also worth mentioning that these are the most expensive brakes on test, and are just as expensive as a fully hydraulic system. But if you’re looking for some hydraulic feel with the predictability of cable-actuated levers, the Ultimos are as good as it gets.

Paul Components Klampers

Ride impressions: My first impression of the Klampers is that they appear noticeably larger than the other callipers on test. Like most of Paul Components’ catalogue, they are made out of machined aluminium, and feel very robust. This heft means they’re heavy, but it also translates to strong braking force. When set up correctly, the Klampers feel extremely powerful. Interestingly, Paul Components specifically recommends against using compressionless housing with these brakes. Like the Growtacs reviewed below, the Klampers actuate a single piston to transfer force to the rotor.

Independent pad adjustment is very straightforward, with dials located on either side of the calliper that move the pads in and out. With that said, setup is somewhat finicky. Paul Components refers users to a YouTube video, which I found indispensable. They have a narrow window of operation that takes some time to find, but when they’re set up correctly and have bedded in pads, they really bite well and inspire confidence. One of the neatest features of the Klampers is their modularity. It’s easy to swap out arms for different pull ratios and choose your own finishes (including a bunch of fun colours). All of Paul Components’ products are made to very high standards in the state of California.

Verdict: Part of the appeal of the Klampers is the story behind them: Made in California, fun colours, reliable design and high-level engineering. I liked the ease of adjustability provided by the independent pad adjustment, but found the Klampers to be the trickiest of the brakes tested to reliably set up. Once there, however, the performance was good, with excellent power. The calliper size and cable routing peculiarities mean that these will not fit on every frame. Measure first!

Growtac Equal

Ride impressions: I like brakes to have a quick initial bite and then a progressive ramp up in power afterwards, and these callipers excelled at this. Growtac’s Equal brakes are also impressively compact and lightweight. I had no major issues during installation, though it took me a few tries to get the cable just right in search of the performance characteristics I wanted. A quirk of the provided housing is that it is so stiff it won’t bend with the curve of a handlebar, so Growtac recommends using a flexier portion of housing for that area and connecting it to compressionless housing for the remainder of the housed section. This essentially removes the benefit of the compressionless housing by introducing an additional flex point. I recommend using different housing than what is provided.

Growtac’s specced resin pads seem to help provide feedback as the pads engage with the rotor, and the unique calliper design extracts maximum leverage from the system. Though the cable only moves a single brake piston (like the Klampers), these brakes work as well as they do thanks to optimised cable routing (thereby eliminating friction) coupled with a cam design that pulls at a 90-degree angle from the cable ingress. This cam apparatus can be adjusted to suit your braking preferences, offering an impressive range of functional tunability, though this must be done with care, as it’s possible to break the leverage arm on itself. In fact, the brake has a caution symbol etched onto it by way of warning.

In terms of absolute power, the Equals do not have the same exceedingly solid feel of the Klampers, but seem to find a harmonious balance between size, weight and power. For my braking needs, as a lighter rider who values modulation, the Equal brakes provided me with exactly what I wanted.

Verdict: The Growtac Equal brakes were the only type tested that came as a set, which is how most people tend to buy brakes (assuming you don’t need separate mount types). They were also the lightest callipers tested, and though they cannot compare on price with TRP’s offering they were the next cheapest option. The thoughtfulness of the design is impressive and I thought they offered the best mix of modulation and tunability, despite the single pad actuation. Some care needs to be taken with adjusting the callipers so as not to inflict their own strength upon them, which could be a potential issue for riders concerned with field repairability.

TRP Spyre

Ride impressions: For being such an inexpensive and ubiquitous brake calliper, the Spyre impressively features dual-piston clamping, which means braking force is applied on both sides of the rotor simultaneously. This is how hydraulic brakes work, and results in more consistent pad wear and lets the rotor stay centered without being forced laterally in order to engage with the pads. Thus, the pads engage more consistently. The calliper design is quite straightforward and though they are a little on the bulky side, installation was simple. Once the cable is threaded through the lever arm, the brakes are ready to use. I found that centering the pads on the rotor took some trial and error to get right; something about the angles and lines of sight made this process harder than it should be. Braking force was reliable, with no unusual quirks. It can be a bit of a headache to need to source bolts and adapters separately, and since TRP recommends compressionless housing, it would be nice for the company to include it in the box, but again, these perform well for significantly less money than the other brakes tested.

Verdict: Value wise, the Spyres can’t be beat. Yes, you’ll need to pay a bit more for bolts, adapters and housing if you don’t already have those items, but even with the cost of these factored in, the price is still less than half that of any of the other brakes tested. The barrel adjuster allows for quick fine-tuning of pad engagement, which will be familiar for anyone who has ever used rim brakes. I really can’t criticise much about these—they may not be quite as powerful or have as much adjustment as some of the competition, but they work as intended, for a very reasonable price.

Overall Verdict

All of the brake callipers tested stopped me and my bike successfully. Some of them did it slightly better than others, yes, but all worked exactly as intended. As with any product, once you spend a bit of time getting used to it, it tends to feel normal. My personal bikes mostly use hydraulic brakes, so that’s what I’m most accustomed to, but after spending a few minutes on all of the mechanical brakes tested I was just as comfortable with them as hydraulics.

It was an interesting experience to test brake callipers one at a time. My testing method involved swapping each brake type individually, to test front or rear concurrently against a different brake. This is not typical of most bike setups, so it was an unusual way to experience how each brake differs in feel. It was also a laughably silly amount of wrenching to essentially find that, “oh, this one works well too.”

I really appreciated the ability of these mechanical systems to fine tune how the pads engage with the rotors and adjust the rate of modulation. This tunability is largely lacking in hydraulic systems, and I miss it. It wouldn’t surprise me, however, if this were to change in the future.

I also had fun spending some time riding cable brakes again. Though this is an “older” system, it has merits. Higher end bicycles haven’t used cables for some time now, but the fact of the matter is that a large percentage of new bicycles sold today, for commuting and children’s bikes and other workhorse applications, still use cables for both shifting and braking.

How I tested these mechanical disc brakes

For this test, we sourced four different mechanical disc brake calliper options to compare their performance.

All braking systems were tested on the same bicycle with the same shifters (Shimano’s workhorse: Ultegra 8000 11-speed mechanical shifters). New cables and housing were installed for each test, per the manufacturer's specifications. Brake pads were brand new, and we followed the same pad break-in protocol for each. Rotors were also swapped out to pair with each brake tested (some, but not all of the products tested, included rotors in the box).

Brakes were tested for several months under various conditions. Our test method involved swapping out different front and rear brakes individually to compare and contrast each one against the other.

The Hope RX4 disc brake calipers were selected for an Editor's Choice award in 2020. This year's list contains 78 items which scored a 9 or 10/10 with our tech team - this gear is the best of the best, and has received the Cycling Weekly stamp of approval. 

Hope RX4 disc brake calipers are intended as an aftermarket upgrade to improve braking performance on all all road and gravel bikes that currently use hydraulic disc brakes manufactured by Shimano, SRAM and Campagnolo.

The upsurge in disc brake use amongst road and gravel bikes has opened the eyes of a whole generation of riders into the advantages of this style of braking. More powerful all-weather and therefore safer braking is now available across the board, to the extent that there really is no reason not to go for disc brakes.

However one thing I have noticed over testing countless disc brake equipped bikes is that performance can in reality be wildly inconsistent, even with identical set ups. There are plenty of reasons why this might be the case; hose routing, air in the system, pad compound or even brake set up can all have an impact. In all honesty I've probably had just a handful that I've been really happy with in terms of performance. So what do you do if you want the best performing disc brakes? Well, it seems you could just fit the Hope RX4.

The Hope RX4 road disc caliper was selected for an Editor's Choice award in 2020. This year's list contains 77 items which scored a 9 or 10/10 with our tech team - this gear is the best of the best, and has received the Cycling Weekly stamp of approval. 

Hope knows a thing or two about disc brakes. It has been making them in its Barnoldswick facility for over twenty five years and has built up a phenomenal reputation within the mountain bike world.

The RX4 is its first road and gravel specific disc caliper and Hope has managed to inject all of its expertise into these little lumps of machined aluminium.

The first thing you will notice is Hope has opted for a four piston design for the caliper rather than the usual two pistons that most stock road brake calipers use. Utilising four pistons provides far better brake performance for a couple of reasons. Firstly having two pistons on each side of the caliper increases the contact area with the pad, providing more powerful braking for the same amount of lever throw/hydraulic pressure. Secondly four pistons increase the area over which the hydraulic fluid is dispersed which in turn increases brake modulation (the ability to accurately control the force of the brake applied to the rotor).

The best disc brake wheels for road bike 2020

The second important design feature that sets the RX4 apart is its monobloc construction. Most stock calipers are made from two separate halves that are then bolted or bonded together to create a single unit whereas Hope machine the entire caliper out of a single billet of aluminium, creating a much stiffer and lighter unit. This also improves performance as the stiffer construction resists any flex, expansion or twisting that can cause brake pad rub or a vague lever feel.

The RX4 is designed to work with your existing shifters (as long as you already have hydraulic brakes) and comes in either Shimano/Campagnolo or SRAM compatible configuration owing to the differing hydraulic fluids each use.

I opted to use the Shimano compatible RX4 in conjuction with a set of Shimano GRX RX810 levers to fit to my Kinesis Tripster ATR.V3 gravel bike. The RX4 is also available in both post mount and the most recent flat mount standard to fit the majority of disc brake compatible frame and forks past and present. The flat mount RX4s have different shaping for front or rear use whilst the post mount version is universal. Like all of Hope's components the RX4 is available in a multitude of anodised colours, I opted for purple because well, purple is the ultimate 90's cycling colour and my favourite.

Since the RX4 only comes as a caliper you will need to set up the brake yourself, or get it fitted by your local bike shop. Hope supply comprehensive instructions that are really easy to follow and each brake comes with all the olives and other fittings necessary to attach it to the brake hose as well as both organic and sintered pads. You will also need the correct bleed kit for your chosen lever system and a bottle of associated hydraulic oil; mineral oil for Shimano, DOT oil for SRAM.

The fitting process is relatively time consuming to do it properly as you will need to repeatedly bleed the system to ensure no air is trapped behind any of the pistons. If you can, complete the setup whilst the brake is off the bike as it will make it easier to work on, however with internal routing being favoured on many frames you might not get the choice.

The one piece of advice I would give anyone is to not try and take a shortcut, follow all the steps and repeat as necessary. This way the brake will perform optimally. One additional trick I employed was to pull the levers and zip tie them overnight with the calipers off the frame. This ensured any residual air bubbles were easy to get rid of as they end up rising to the lever. I finished off with a repeat bleed and each has been completely reliable since.

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The final part of the set up is ensuring the caliper is aligned with the disc rotor and doesn't rub. This can often be a incredibly tricky task in order to eliminate any pad rub but the RX4's four piston design enables the pads to sit a little further away enabling a rub free setup to be achieved pretty simply. The RX4 comes without rotors so you will have to factor in this as an additional cost (although you can use your existing rotors). Hope recommend the use of its own rotors and I have been using its Road 6 bolt rotors (£50 each)to great effect, although I have also experienced very little down turn in performance whilst using both Shimano and Tektro rotors.

Which brings us on to the performance.

The first thing I noticed was just how good the modularion is. You can lightly tickle the brakes to make minor adjustments to your speed but as soon as you pull the lever further there is a really progressive ramp up in both braking power and lever feel. It doesn't feel wooden or dead and lacks the 'on-or-off' feel of some set ups yet also doesn't feel too spongy - it's just right.

The ultimate braking force also comes into play before the lever gets too close to the bar and because of the power and the way the brake actuates full power can be achieved with a single finger, even on the hoods. It also achieves this performance with the minimum of fuss and so far has been completely silent with none of the dreaded squealing that can plague other brakes.

Located in the mountains of Western North Carolina, Cane Creek is an employee-owned company that manufactures a variety of high end components, many of which are for mountain biking. EE Cycleworks brakes are road product in the companies portfolio and are high end, very, very light calipers available in both direct and standard mount standards.

The EE Cycleworks caliper features a very industrial aesthetic that I really like - it screams raw function, with no unessicary material added for aesthetics. So just how light are they? The single mount pair we have here come out at a mouth dropping (mouth dropping if you are a bike nerd) 80g for the rear and 82g for the front. To put that into context, the new Shimano Dura-Ace R9100 calipers hit the scales at 326g a pair, roughly 163g each. You don't need to be a Count Down champion to see that the EE calipers are half the weight!

As an added bonus the EE Cycleworks brakes will also render your wallet much lighter too, retailing at £319 each, which if we make the same Dura-Ace comparison, is also double, with Shimano's R9100 calipers retailing for £318 a pair.

What makes them so light then? In addition to the no unessicary material, industrial aesthetic, the EE Cycleworks brakes are constructed from high grade aluminium, titanium and stainless steel alloys. The design is not just the result of a hill climb obsessed weight weenie taking dremel to a pair of Dura-Ace calipers, this is well thought out piece of industrial design, with several clever features that are superior to features found on the big brands.

Firstly, pad insertion - The brake pad shoes are designed so that pads can be slid and popped into place without the need for those annoying grub screws, every discerning cyclist has rounded out at some point in their cycling lives. Regarding pad compatibility - the shoes are for Shimano, with Cane Creek recommending Swiss Stop pads. I have also used ENVE black and grey pads and these worked fine.

Secondly, adjustment, which is tool free. There is a twistable link, which can be used to centre the caliper and a substantial quick release lever, making wheel insertion and removal really easy. There is space for up to 28mm rims and EE Cycleworks brakes are also compatible with Shimano, Campagnolo and SRAM shifters too.

How do they perform?

I have used both the single and direct mount versions of the EE Cycleworks brakes and taken them down long mountain descents. Both perform very well indeed and the stiffness of the caliper is commendable considering how ridiculously light it is. Modulation and power is good and right up there with other top end calipers from the likes of Campagnolo. However, Shimano has really raised the bar, with it's new Dura-Ace R9100 brakes, which it claims are 43% stiffer than before. While I cannot verify the exact figure, when jumping between bikes equipped with the different brakes, it was hugely noticeable. The new Dura-Ace brakes are twice the weight, but much stiffer in their feel and action.

The caliper features nylon bushings that can wear out when exposed to crap covered lanes and it is for this reason I would suggest you don't use the EE Cycleworks brakes on your winter bike. Not that you would considering the price.

One final word on the price. Before you commit to ridiculing the decadent cost of EE Cycleworks brakes, consider how you much you might spend saving 163g on a bike frame. Moving from a mid level frame to a top end S-Works frame often results in a similar saving but typically costs £1000.

Disc road bikes have been doing the rounds for a while now and if you have already converted then you are probably already aware of the many benefits that disc braking brings to the road.

However, if you've always used a cable-pull system or you are still weighing up your options, then one ride with a bike equipped with Shimano's Ultegra ST-RS685 Hydraulic disc set will probably be enough to convert you to fluid stopping power.

Construction

As a dual-control lever (both brake and gear shifting), the Ultegra ST-RS685 lever is compatible with a front double chainring and 11-speed cassette at the rear.

An aluminium bracket is teamed with a Shimano Engineered Composite brake lever and a resin-and-steel shifter lever body giving a (Shimano claimed) weight of 649g for the pair.

>>> Shimano grouspsets compared

If you're a Shimano fan you'll be pleased to know that the Ultegra ST-RS685 set is, as expected, designed in keeping with the rest of the Ultegra 6800 groupsets, so whether you're digital or not, the hydraulic system will blend seamlessly.

The Ultegra ST-RS685 dual levers have a taller hood profile than standard Ultegra 6800 to accommodate the main piston and the access point for bleeding/topping up the mineral hydraulic fluid, along with gear shifting components.

Compatibility wise, Shimano naturally says that best results come from matching collars and cuffs, i.e Shimano throughout, but it's worth remembering that Shimano 105 is also now 11-speed and is listed as a compatible product, giving you an option to build to your budget.

The brake caliper has been specifically designed to combat any heat build-up in the rotors with cooling fins allowing air to flow directly to the pads, which Shimano says allows for much better braking performance over long descents over a system that doesn't have any.

It's highly likely that the Ultegra ST-RS685 will be your first foray in to the world of hydraulic oil on a bike (unless you dabble in the dark side of mountain biking), but any concerns about maintenance shouldn't put you off before the first pedal revolution.

There are lots of 'how to' guides for servicing hydraulic disc brakes, and with no cable wear or road crud build-up in cable outers, you'll find maintenance will probably be minimal.

With road disc size 'standard' still to be agreed, it's still a toss-up between 140mm and 160mm rotors, or a combination of both, so it's good to know that whichever way you swing, there's no impact on the Ultegra ST-RS685s – they'll work fine with either.

It's worth noting that the braking aspect of the Hydraulic system is BR-RS805, but for ease of reference we've referred to the entire set under the dual-control lever's name of Ultegra ST-RS68.

Ride

With hands either side of the bars, the Ultegra ST-RS685 hood size is noticeable as they stand an inch or so proud of a non-disc Ultegra pair.

That's not to say it's harder to find radial grip, however, as the circumference remains more or less the same, and if anything the extra height helps gain a secure position when riding on the hoods.

As a rider with small hands, I was pleased to see the 10mm of custom adjustment available for the reach and free stroke of the levers, allowing me to gain even more confidence in gaining a secure reach for all the controls of the bike.

The actual braking element of the Ultgra ST-RS685 is exceptional, with the power and modulation achievable when riding in any position on the handlebars allowing me for the first time to descend on the hoods without fearing any lack of braking ability.

>>> How to use your brakes properly 

As expected, the shifting aspect is faultless. The distance the lever is needed to be moved between each gear shift, what Shimano refers to as its "ergonomic short shifting" arc, is vivid, constant in force required (which in itself is minimal) and indeed short in distance needed to move.

Both the braking power and minimal leverage effort savings soon add up, leaving me feeling significantly less fatigued (mentally as well as physically, due to not having to worry about being able to reach the controls as well as use them) than a standard rim braking option often does.

The comparison to a cable-pull system is also significantly better as the minimal effort is constant, especially thanks to Shimano cleverly building in an pad-to-rotor clearance auto-adjust to take account of any brake pad wear.

All of this added up to a really confidence-inspiring ride: having more faith in  modulation allowed me to just focus on the job in hand, and I found myself descending faster than I ordinarily would as a consequence. while I wasn't exactly in mountainous terrain, the hills in the Peak District are some of the longest in the UK and there was never a question of heat dissipation or issues with stopping being a problem.

Any concerns about over-braking were alleviated very quickly: due to instantaneous stopping feedback, there is very little chance of pulling the lever harder than you require.

Value

There's no denying that £624.99 is a lot of money to spend on a brake upgrade and it will certainly bump up the price of a disc bike.

But, sticking my neck out, I really think it's worth the investment. Having ridden a Specialized Ruby with both Ultegra ST-RS685 hydraulic and Tektro Spyre dual pivot mechanical discs, it was like chalk and cheese.

The Ultegra ST-RS685 made me a more confident rider as I wasn't having to constantly adjust my hand positions or worry about being able to reach the brakes (or shifters) and that level of enjoyment from riding a bike, for me, is priceless.

Paul Oldham may not have had to do much braking when he won the 2015 Three Peaks Challenge cyclocross race, but when he did he used cable operated STI brake levers with bar top secondary levers and the Hope V-Twin hydraulic disc brake convertor to convert the cables to operate his hydraulic brakes.

>>> Disc brakes: everything you need to know

The Hope V-Twin sits on a bracket below the stem and accepts the cables from a cable brake lever at the front of the unit, with a pair of hydraulic lines coming out of the bottom and actuating the front and rear brake calipers. Running hydraulic lines rather than cables from the stem to the brakes means that there’s much less opportunity for cable stretch, better modulation with less sponginess and an increase in overall power.

Watch: what do the pros really think of disc brakes?

Setup is relatively straightforward, although it does require dismounting your stem to fit the converter bracket. The grub screws which hold the cables in place are quite fiddly though, and since the system comes pre-bled, you may not be able to feed the hoses through the bike’s existing cable runs: we had to resort to zip ties along the top tube. The V-Twin comes with Hope’s excellent brake rotors too, in 160mm diameter, which can be swapped out for your existing brake’s rotors.

>>> Road bike groupsets: a complete buyer's guide (video)

Once bedded in, braking performance is definitely a notch up on cable-operated disc brakes, although not quite up to the standard of Shimano and SRAM’s newer all-hydraulic systems. And there’s the rub: with excellent hydraulic brakes now available for dropped bar bikes, it may be more sensible to make the swap from mechanical disc brakes completely rather than install the Hope V-Twin as a half-way house option.

For more details visit Hope.

I once had an argument with another rider about whether it was nuts to fit calipers that barely stopped you, just to save a massive chunk of weight.

That was indeed the dilemma facing many of the early CNC'd lightweight cam caliper designs. No longer is that the case.

Our Token BR7230 Accuras with titanium hardware weighed in at 201g complete, knocking nearly 100g (that's a sniff under a quarter of a pound) out of the weight of Shimano's Dura-Ace.

But the crux was in the performance. The Tokens, fitted with the supplied SwissStop Flash pads, performed superbly.

Very little flex can be felt through the cam - a common concern with this style of caliper - providing a very solid and reassuring feel with excellent stopping power on tap.

Shimano, Campagnolo and SRAM all set such high standards that purchasing aftermarket brakes needs to be justifiable. The TRP R950SL is lightweight, 270g a pair, and they’re a great looking package, with the natural carbon showing through the glossy white finish, reminding you of their exoticism.

Whereas several aftermarket brakes we’ve tried previously have fallen short on performance, the stopping power offered by the TRP R950SL is excellent, helped by Swiss Stop’s pads; a top choice.

A basic plastic barrel adjuster looks cheap, but on the plus side there’s a proper quick-release mechanism, where other lightweight calipers have omitted this.

Pad alignment is easy and the full titanium hardware means rusty bolts are a thing of the past.

Teflon bushes in combination with a strong spring means the TRP R950SL feels positive and there’s less chance of ‘sticky’ calipers further down the line too.

Aftermarket callipers have to balance light weight and aesthetics with performance. It’s not a sensible area to compromise, and Shimano, Campagnolo and SRAM set high standards.

Kurve CNC road callipers not only knock up to 100g off even the lightest that the aforementioned offers, but they’re right up there on performance too. A single pivot and cam mechanism delivers the power, in a similar way to Zero Gravity’s design. Kurve’s 6061 T alloy construction, coupled with titanium hardware means there’s no strength sacrifice, and the levers’ light action and minimal flex translates into powerful braking.

Good modulation inspires further confidence, aided by Kurve’s own brake blocks. Our red set were spot-on in all conditions and were practically unscathed by over six months of abuse, including Alpine sportives and winter miles. Anodising and hardware are still looking as good as the day we fitted them, without so much as waving an Allen key nearby since the initial set-up.

Almost unheard of in current climes, Kurve has reduced the price since we featured them last year, then £199.99, now £179.99 including free UK shipping.