The MAAP Aeon LS jersey uses the same Polartec Delta material that the brand debuted on the Aeon short sleeve in 2025. It’s made up of polyester and spandex, but also lyocell, a sustainable fibre made from wood pulp.

Design details

The Polartec Delta material aims to be highly breathable and fast drying for enhanced evaporative cooling. In some ways it's similar to Merino wool, allowing for greater insulation when cool, but greater moisture wicking when you're sweating The structure of the material is partially perforated, but less so than the Pro Air 3.0 jersey in MAAP’s range.

The long sleeves should help improve cooling if evaporative heat loss is possible, i.e. not overly humid, as well as featuring a UPF 15 protection. This means that only 1/15^th of the sun’s UV rays can penetrate, so 6.6%, giving it a pass as rated for sun protection. While SPF is a time-based protective rating, UPF is constant, so does not deteriorate over the duration of a ride.

Only the pockets and hem feature a thicker material, used to keep the base of the jersey in place and pocket contents secure. There are three standard pockets, with a zip up valuables one as well, all featuring a bonded hem edge at the top, which gives a smooth and sleek fit. They are paired with a folded hem at the neck and sleeves for secure and longer lasting fit. It’s a form fitting jersey, but not quite as r'ace cut' as the brand's Pro Aero and Race line is.

Sizes range from XS to XXL, while four colours are available. Temperature range is recommended as 18-35˚ C / 64-95˚F

Performance

The MAAP Aeon LS has proven to be rather effective across a range of conditions. The suggested temperature range is a bit off in my opinion, but then I do tend to run rather hot. I’ve found that between 14-26˚C / 57-79˚F has been a good range for this jersey, but above this it starts to get a bit too toasty.

In cooler temps the jersey still provides enough of a layer of insulation but can easily be paired with a mesh base layer for added protection. The mesh like structure also works brilliantly when it comes to heat dissipation, and I’ve not found it uncomfortable in those higher reaches. This level of breathability also makes it superb for higher intensity rides, especially where the temperature is more changeable - either early morning starts when the heat ramps up, or evening fast paced group rides when it's cooler.

When it comes to very hot temperatures I find that pretty much any garment has its limits Like many jerseys the Aeon LS struggles with humidity. The moisture wicking and transfer only works if the external air carries less moisture than the layer above your skin, which in high humidity is not the case. But in higher humidity additional fabric across the skin in a long sleeve jersey makes it feel warmer in my experience.

However, for non-humid riding, a big benefit of the long sleeve variant though over shorter sleeves is the increased UV protection. Your arms are pretty much always in direct sun exposure, so having a UPF protective layer is far better for your long-term skin health, especially if you aren’t in the habit of reapplying suncream. This is however slightly at odds with the lower neckline of the jersey.

However, the neckline is comfortable, especially when breathing heavily during higher intensity. Meanwhile the raw cut and folded hems on the neck and the sleeves are smooth, not bulky, and provide zero irritation. In the short sleeve variant, I had an issue of the fold coming undone on the sleeve as the glue failed; no such issue with the long sleeve where it looks like some stitching has been added.

I appreciate the length of this jersey. I’m rather lanky, and the body and the sleeves are plenty long enough without being excessively so. I’m not a fan of short bodied jerseys as they also tend to situate the pockets high up on the back making them a faff to access. Again, no such issue here.

As for those pockets, they feature a flat-top design which gives a very sleek look when they are empty but are still easily accessible. They’re spacious enough for plenty of tools and spares, while the zip-up side pocket has a longer tab making it easy to use.

Value

I do like the Aeon LS jersey, but it is £190 / $240 for essentially a mesh jersey that can be used in a broad operating range of temperatures. It features no specific aero qualities and outprices a lot of very effective long sleeve jerseys for warmer conditions. Options such as the Rapha Pro Team Lightweight LS jersey come in at just £145 / $200 by comparison, while the Assos Mille GT LS S11 Evo jersey is £135 / $180 (We reviewed the short sleeve version).

Obviously, there are similarly priced competitors. The likes of the Q36.5 Dottore Pro LS jersey (£200 / $270), Pas Normal Studios Mechanism Pro LS (£220 / $290), and Castelli Corretto (£175 / $210) promise similar benefits at a similar price. I am however a big fan of the Polartec Delta fabric, and I think it does allow for a jersey that is effective towards the lower end of the recommended temperature spectrum as well as rather hot dry heat conditions.

But when it comes to jerseys, if aero is not the focus, I find it very hard to justify prices that exceed £150, let alone near the £200 mark. Especially when you consider the Rapha Pro Team Aero LS jersey (£225 / $295) and Assos Equipe RS S11 LS (£185 / $260) are both pretty good in warmer conditions but also feature aero features to go some way further to justifying a price that high.

Tech spec

• Price: £190/ $240
• Pockets: 4
• Fit: Race
• Type: Long sleeve
• Colours: Chalk, Slate, Black Musk
• Sizes: XS, S, M, L, XL, XXL

The Pas Normal Studios Mechanism Pro bib shorts represent the pinnacle of PNS’s best cycling shorts range, utilising the lightest weight and fastest moisture-wicking materials in its range to produce a pair of bib shorts designed for use across high-intensity and hot-weather riding.

Design details

The shorts use a structurally mapped, variable 4D-stretch fabric that hugs the body for a ‘second skin’ feel. This material is incredibly lightweight and wicks moisture quickly for the demands of high-intensity riding or racing, and it's also designed to resist abrasion.

The hems feature a woven-in, silicone-free gripper to keep the shorts in place without the risk of irritation. Meanwhile, the straps use a very lightweight mesh structure to support the shoulders while improving breathability. A radio pocket is stitched into the back of the straps.

The pad is the four-layer ultralight foam chamois that PNS uses across its range of shorts. It features a variable number of foam layers, with more under the sit bones and fewer as you move outwards. This design avoids bulk around soft tissue areas, while the upper is antibacterial and low-friction to reduce discomfort on longer rides.

Five colour options are available, as well as this PAS edition, and sizes span XXS to XXL.

Performance

The Mechanism Pro shorts feel very soft and lightweight. The material is incredibly thin but not see-through, and it feels very soft against the skin. The woven-in grippers keep the shorts in place, impressively given the low compression around the hems. This theme continues up to the bib straps and rear panel, which are again incredibly thin and lightweight but still supportive.

Together, these make exceptionally good bib shorts for hotter environments. During peak heatwaves, these are the shorts I reach for when temperatures exceed 35˚C. They are also a favourite to use on the turbo for higher-intensity sessions thanks to the higher level of moisture wicking.

They don’t offer the same compression as the Mechanism shorts, but they are still plenty supportive for higher-intensity efforts.

One area where the shorts can struggle a bit is a side effect of one of their strengths. The shorts have brilliant moisture wicking, which again improves warm-weather performance. However, the moisture transfer makes sweat very visible on longer rides. In the black colourway this is not apparent, but the Iron Grey version suffers in this area quite badly.

I’m still a big fan of the chamois. The graduated layers of foam padding, based on the amount of support required, mean the pad isn't bulky, but it still provides good cushioning and vibration dampening under the sit bone area. The lower volume around the rest of the pad means that there is no excessive bulk. Meanwhile, the antibacterial upper layer and fast-drying nature of the pad aid performance on longer, hotter rides. Overall, I've used these shorts on rides in exceptionally warm weather for five hours or more. In these scenarios, the shorts performed exceptionally well.

Value

At £260/ $350, these are certainly a premium-priced pair of bib shorts. Given their high moisture-wicking and performance focus, comparable options include the Rapha Pro Team III shorts (£250), Assos Equipe Bolide RSR S11 (£295), MAAP Pro Bib 2.0 (£260), and Q36.5 Dottore Clima Pro (£300). However, outliers such as the Castelli Free Aero Race S (£199) undercut those options by a fair amount.

The standout performance element of the Mechanism Pro bib shorts is their performance in warmer conditions, as they excel beyond many of the competitors, and the only ones that come close cost a fair chunk more, with the Assos and Q36.5 offerings, plus the Rapha Ghost.

However, the shorts don’t offer anything particularly exciting compared to something like the Bolide RSR S11, as its pad is truly exceptional, especially in warm weather or in a more aggressive riding position. I also personally do like the greater compression of the standard Mechanism shorts, while they do a better job of not showing sweat in lighter colours.

These are certainly a good pair of shorts; they just don’t excite me particularly or stand out in the crowd. But at the same time, they are the pair I tend to reach for on hot rides and turbo rides.

Tech spec

• Price: £260/ $350
• Chamois style: Race
• Storage: None
• Leg type: Shorts
• Colours: Black (tested), Brown, Grey, Blue, Green, White
• Sizes: XXS, XS, S, M, L, XL, XXL

Gravel shoes need to combine the on-bike performance of a road shoe with the off-bike abilities of a walking shoe. They need to be stiff yet comfortable, light yet durable, and still provide decent traction for any sections of hike-a-bike (and tricky pub beer gardens).

Udog, or Underdog for long, is an Italian brand founded in 2021 that produces a small range of gravel and road cycling shoes. The Forza is its gravel option (with the Distanza being the lace-up version), and it is aimed at the mid-ground between casual and racing use.

Design details

Udog’s USP is its Tension Wrap System, a design which uses straps that run underneath the foot and are then part of the lacing system, theoretically providing a more encompassing and secure hold on the foot while also spreading the load.

On the Forza, the twist-dial lace system runs through two attachment points on the forefoot, then through the TWS straps and a third point before being tightened by the dial. Operation is simple - one way to tighten, the other to loosen - and the dial is see-through, so you can actually see the small cogs inside.

The upper is made from a knit-style fabric with a huge pull loop on the rear and an equally large toe bumper on the front (that is really an extension of the sole). The padded tongue is attached to the upper on one side to prevent it from moving. Inside the shoe, the heel is lined with a silicone grip material for better heel retention and the basic insole is decorated with an image of a rider.

As a gravel shoe, the nylon carbon composite sole unit is compatible with two-bolt SPD cleats and has a grippy rubber outsole that wraps up over the toe section. This gives the shoe a unique, slightly bulbous look, which might prove a bit Marmite. The outsole itself, though, isn’t particularly aggressive, and the tread is not very deep, so mud-pluggers need not apply. There aren’t any bolt holes for toe studs either, further marking the Forza out as a more general option as opposed to a shoe for XC/CX/gravel racers.

It is a unisex design available in whole sizes from EU38 to 48, in black, white or grey (as tested), and my pair of size 44s weighed 754g.

Performance

Despite their slightly ungainly looks, the Forza was instantly comfortable - the combination of soft upper and the TWS made my feet feel enveloped and secure; a bit like wearing a very stiff pair of worn-in slippers. The forefoot was not as wide as the bulbous design suggested, and in fact was probably on the slightly narrow side, which suited me just fine, holding my foot perfectly all round, with a neat feeling belied by the clumpy looks. The toe box does have some depth, but with the wraparound sole and extended protection layer, there is not much scope for give here.

The heel, too, was very secure-feeling and comfortable; the internal silicone dots kept the shoes feeling snug without causing friction or hotspots, whether on or off the bike.

Even up here in deepest Yorkshire, the summer test period was dry and dusty, and I was able to put lots of miles in wearing the shoes. In fact, the dustiness highlighted how well-ventilated the mesh fabric is; the forefoot of my once-white socks was peppered with a matching mesh pattern of dirt after each dry ride. Ideal for warm summer rides, but I certainly wouldn’t be reaching for the Forzas in sub-zero temperatures!

Stiffness and power transfer were spot on too, ideal for enthusiastic-but-not-racing type rides, never feeling wasteful but not as unforgiving as something like Sidi’s rock-solid Physis. The TWS system was not intrusive but worked well to provide some support around the midfoot whilst allowing other areas of the upper to move, flex, and stretch with the foot rather than holding it rigidly in place throughout.

Ultimately, I’d always prefer two dials instead of one for greater control and customisation, but in this instance, one dial did the job okay and is about par for the course at the price point.

All was not quite perfect, though, as there were a couple of perplexing niggles with the Forzas. Firstly, I had to tighten them up a few times per ride, which was odd, though whenever I made a concerted effort to monitor them and the dial positions, it didn’t happen. And secondly, the Shimano SH51 cleats I used wore out very quickly on the Udogs – either I got my cleat position entirely wrong, Shimano is now using Cheddar rather than steel, or the rubber grips were so close to the cleats that I was entering the pedals at an odd angle every time. As yet, I don’t have the answer.

The final oddity is that the heel on the outsole is both a bit narrow and very short, which compromises stability when walking on rough ground. In fact, the rearmost section of the heel cup sits 3cm further back than the rearmost section of the rubber sole, so it is very easy to catch the shoe rather than the sole. Perhaps some of the excessive rubber over the toe box would have been better used further back on the shoe.

Value

Despite these criticisms, the Forzas were great to use, with a good balance of comfort and performance, and I have had no qualms about reaching for them for every gravel ride recently. The aesthetics might be a bit divisive, but you should be looking at the trail rather than your feet anyway!

With a price tag of £175/ $230, Udog are operating in a very competitive arena, but despite the couple of perplexing ‘issues’ mentioned above (which may not be the shoe’s fault), I think they are well worth a try. They feel neater in use than they look, and have proved themselves very comfortable no matter how long the ride. Breathability was excellent, and thus far they seem pretty durable.

Similar in price and design to the Specialized Recon 2 and the Quoc Gran Tourer, but with a knit upper, the Udogs are in the right price range.

As ever with footwear, fit is more important than anything else. I had wrongly assumed that the Forzas would be quite wide from their external looks, but in fact the opposite is true, so if your feet err towards the narrower, low-volume end of the spectrum and you want some comfortable, all-day shoes that still provide good performance, then they might be just the ticket.

Tech spec

• Price: £ 175/ $230
• Weight: 754g (actual, size EU44)
• Outsole: Carbon-nylon composite
• Retention: Single dial (Twist Tech)
• Colours: 3 (Grey, Black, White)
• Sizes: EU38-48

Rapha has updated its Brevet range, with the latest Women's Cargo Bib Shorts introducing an easy-pee design – a feature notably absent from the previous generation and a source of criticism among riders. Given that they are the bib shorts of choice for two-time Transcontinental Race winner Jana Kesenheimer, I was keen to see whether they lived up to their reputation.

Design details

Rapha says the shorts are constructed from lightweight, durable, high-performance Italian fabrics - a blend of 64% recycled polyamide and 36% elastane - chosen to withstand the demands of regular riding and repeated washing, something of a prerequisite for the best cargo bib shorts.

The upper section incorporates Rapha’s nature-break design, using supple elasticated bib straps. Rapha’s ‘nature break optimisation’ uses a simple pull-down system, now a familiar concept among premium cycling brands, allowing the shorts to be lowered without removing layers. The fabrics are engineered to recover their shape afterward, helping to maintain the chamois's correct position and comfort.

The chamois has been revised for Version III. Rapha describes it as a dual-density pad featuring an antibacterial topsheet and quick-drying foam layers, designed to maintain comfort and performance over consecutive days in the saddle.

Storage is generous, with four compartments built into the design: two identical thigh pockets and two integrated lower-back pockets. One of the rear pockets is zipped, providing a secure place for valuables.

Version III features fewer panels, low-profile flatlock stitching and laser-cut hems, all intended to improve comfort and reduce irritation on longer rides.

The shorts are available in sizes XXS to XL, with three colour options: Black, Dark Olive and Dark Forest – the latter two being muted military-inspired brown and green tones, which are often a favourite choice for gravel bike clothing.

Performance

I’ve been testing a size medium, as suggested by Rapha’s size guide. The fit is perfect, therefore, I’d advise using its sizing guide. I did find the leg length to be longer than average. If you like short shorts, these might not be the best choice for you.

The hot weather we’ve enjoyed recently has provided perfect conditions to assess fabric and chamois performance; on warm, consecutive days in the saddle, a poorly performing chamois can quickly become a source of discomfort, so its ability to manage moisture and maintain comfort is crucial.

Rapha’s ‘dual-density Endurance Seamless Chamois’ feels slightly stiffer than many pads I’ve tested. That said, it has softened a little after several washes. In use, I found it to be well positioned within the shorts, while the neatly finished edge transitions smoothly into the main body of the garment. Combined with the pad’s sleek surface, this has delivered comfortable, irritation-free riding over extended periods. While cycling I never sensed a build-up of moisture inside the shorts, indeed the pad is among the quickest drying (post-laundering) that I have comes across.

The main body of fabric dries remarkably quickly. Indeed, this fabric is wonderfully comfortable against the skin – not overly compressive but snug enough not to budge over the course of a long ride. The raw cut edges and subtle grippers look and feel great. Talking aesthetics, I love the understated branding too, though a subjective point to be fair.

The bib strap material is comparable to that used on Lusso’s latest Paragon Bib Shorts, feeling robust while still offering the stretch required for the comfort-break system to work. I’m less convinced by the cross-strap arrangement, though. It can take a little adjustment to get the straps sitting completely flat when first pulling on the shorts.

That is a relatively minor issue - once positioned correctly, the arrangement is extremely comfortable - but my main criticism is that it doesn’t offer quite the same freedom of movement as some other pull-down designs, such as those from Lusso and Velocio. This may be partly down to the crossover straps, although the slightly taller rear panel here could also be denying wriggle room. In fairness, when paired with the Brevet Jersey tested alongside it, the higher-back design makes sense, as the jersey itself is shorter than average in the body. Personally, I’d want a longer-bodied jersey and a lower cut short to aid easier calls of nature.

The storage offered by the Brevet Cargo Shorts is among the most generous I’ve encountered. When the bike's carrying capacity is limited, four pockets prove genuinely useful. Cargo shorts have been around long enough for manufacturers to have refined the design of thigh pockets. Maybe it’s no surprise then that Rapha has struck an excellent balance between capacity, reduced seam stress and security.

I felt confident carrying my smartphone, complete with a 6.7-inch screen, in the thigh pockets, with no fear of it sliding out. The fabric and attachment points showed no signs of being overly stressed, either. My personal preference is to use thigh pockets for snacks, but a phone provides a useful test of both seam durability and security for weightier items. There’s easily enough room for six regular-sized energy bars in just one single thigh pocket.

The rear pockets are less spacious, although no less practical. They comfortably accommodate items such as credit cards, a GPS cycling computer (removed from the bike when heading into a shop) and a multi-tool, among other essentials. There’s also an added sense of security for more valuable items (with one of these being zipped). For me, if I’m wearing a traditional cycling jersey, rear pockets may compromise on comfort. However, they are undeniably brilliant if you are wearing a more casual top, or use them for storing valuable items when leaving the bike for short periods of time.

The shorts feature integrated reflective detailing, although I'm not entirely convinced by its placement; positioned beneath the thigh pockets, it's ineffective when those pockets are full. Even empty, I wonder if the mesh pocket fabric (on the black shorts I tested) is partially hindering the reflective elements full potential?

VALUE

For me, the standout features of Rapha’s Brevet Cargo Bib Shorts are the chamois, the excellent main-body fabric, and the generous cargo storage. The comfort-break design is undoubtedly useful, but it isn't class-leading in my experience.

Among the key rivals, Lusso's £140 /$191 Terra Bib Shorts offer two cargo pockets, though they lack the brand's Paragon comfort-break system. Velocio's Adventure Cargo Bib Shorts (£219/ $299) feature the company's FlyFree design alongside three pockets, while 7mesh's MK3 Cargo Bib Shorts appear to be Rapha's closest rival on paper. Like the Brevet, they offer four pockets in similar positions, a dedicated Pull2P comfort-break system and a women's-specific performance chamois with higher-density foam. At £200/ $230 versus Rapha's RRP of £260/ 360, they may also represent better value. That said, I haven't tested the 7mesh shorts, so I can't draw meaningful comparisons on comfort, fit or long-distance performance.

Overall, Rapha's Women’s Brevet Cargo Bib Shorts impress with their comfort, storage and quality of construction. My only real reservation is the pull-down comfort-break design, which I found offered less freedom of movement than some rival systems. Whether that proves an issue will depend on individual fit, but at this price I'd be tempted to try the 7mesh MK3 before deciding whether Rapha's premium is justified.

Tech specs

• Price:  £260/ 360
• Chamois style: Endurance
• Storage: Four pockets
• Leg type: Shorts
• Colours: Black (tested), Dark Olive and Dark Forest
• Sizes: XXS, XS, S, M, L, XL

Judging by the number of Van Rysel shorts, jerseys, shoes, and helmets that I saw paired with expensive bikes and other premium kit on a recent trip to Mallorca, the brand has been very successful in attracting keen cyclists as well as more casual users.

Its sponsorship of the Decathlon CMA CGM WorldTour team has both raised its profile and given it a reason to produce more performance-oriented products alongside its more budget-conscious offerings.

By and large, most of the gear we have tested from Van Rysel has impressed us, not only for its value for money but also for its genuine performance. However, if there is one area where shortcuts and scrimping should be avoided, it's bib shorts. Nothing ruins a ride as fast as uncomfortable shorts, and while the steady rise in price of many of the best bib shorts isn’t a welcome one, it is always well worth buying the comfiest shorts possible.

So, do Van Rysel’s RCR-R 5 Bib Shorts provide a worthwhile, cash-saving alternative?

Design details

The RCR Bib Shorts are built around an Elastic Interface pad, a brand used by many manufacturers. Van Rysel says that the Performance 2.5 HD pad uses a ‘very high-density foam under the top layer for maximum effectiveness on long-distance rides to give you enduring comfort, guaranteed for up to five hours’. The Rhombus fabric used is promised to prevent harmful bacteria.

Well, that’s the marketing spiel anyway.

In reality, I wouldn’t describe the pad as particularly ‘high-density’, it's at the softer end of the seat pads that I have used, with a relatively basic feel to it although it does have a pressure relief channel down the centre; this is not necessarily a bad thing, one of my favourite pads of all time, the original Assos S5 pad, had a similar feel.

The shorts’ material is a touch lighter than some modern, highly compressive fabrics, although VR claims the shorts offer some compression. The main body material extends up between the shoulder blades, acting as a yoke for the straps, with some large perforations in the top section for breathability.

To keep the shorts in place, there is a very deep section of silicone grippers at the bottom of each raw-cut leg – 6cm of the stuff to be precise.

The straps are white in colour, with reinforced bonded sections where they join the main fabric at the front. The branding is limited to a small ‘Van Rysel’ printed on the right thigh and a tiny ‘RCR’ behind the left thigh – all pretty subtle.

Pine Green, Cashmere Beige, Concrete Grey and Smoked Black are the colours for men, while women just get Concrete Grey and Smoked Black. Sizes for men are S to XXL and XS to XL for women.

Performance

Having been very impressed with Van Rysel’s winter bib tights, I had high hopes for the RCR shorts, and for the most part, they lived up to my expectations.

The fit was good. A large was the right size for me at 73kg and 186cm, and marries up with sizing for brands like Assos, Castelli and Velocio. Leg length was great, with the hem long enough for my personal preference and again, in line with Castelli and Velocio.

The front of the shorts was also a good height, sitting above my belly button, so there shouldn’t be any issues with gaps between shorts and jersey when off the bike. Strap length and elasticity were spot on, holding things in the right place on the bike yet without discomfort when standing upright.

The only area that was less than slick was the cut around the crotch. Baggy is far too strong a word for it, but there did seem to be a bit too much fabric, leading to crow’s-feet-style creases radiating outwards across my groin and upper thighs. Only a sartorial issue, but one which I haven’t noticed before with more established premium brands.

I was able to put the shorts and matching jersey through their paces in the UK and for a couple of weeks of warmer weather in Mallorca and Gran Canaria. The RCR bib shorts performed well, and if that sounds like damning with faint praise, it kind of is.

Whereas I found the Elastic Interface decent enough when I used it in Van Rysel’s winter tights for 2-3-hour cold-weather rides, I don’t think it stood up as well for full days out on the bike. After a few hours, I became aware of the saddle and would have preferred a higher-density cushion, especially on day four or five of the trip. There was no specific issue, but I did find myself wishing for a different pad by the middle of the afternoon - maybe my backside is not as hardy as some, but VR’s promised five hours plus of comfort is a little optimistic for me.

Value

At £90/ $119, the RCR shorts are operating in a very competitive pricing segment. This means that judgment of them must be in this context, and as such, I think that they fall slightly short of perfection in a couple of areas.

The fit and design are very good, with decent leg length and comfort, but the fabric provides a bit less support than I am used to these days, and the cut around the crotch could be better, too. I accept that there is an element of personal preference in this, though, and some riders might prefer the less compressive feel of the RCRs.

I also think that the pad should be a bit better for this price. It was fine for short- to medium-length rides, but it would not be my first choice if I were planning to spend more than four hours in the saddle. It is a bit too soft for that in my opinion.

However, most problematic in terms of value is that Van Rysel’s terribly named but excellent Water-repellent Winter Road Cycling Bib Tights, RCR Extreme, use the same pad and straps, are full-length, and have warm, windproof panels, yet cost £10 less than these shorts. Makes no sense to me.

Ultimately, the RCR Bib Shorts are pretty decent, but they could really do with being a bit cheaper or using a better pad to offer the kind of value we are used to seeing from Van Rysel.

Tech spec

• Price: £90/ $119
• Chamois style: Race
• Storage: None
• Leg type: Shorts
• Colours: Smoked Black (tested), Pine Green, Cashmere Beige, Concrete Grey
• Sizes:  S, M, L, XL, XXL

Van Rysel is Decathlon’s own cycling brand, with everything from clothing, shoes and helmets to complete bikes available. Its sponsorship of a WorldTour team has meant that over the last few years it has really stepped up its game and it now produces lots of great products that are generally good value as well as high performance.

As the price of cycling clothing rises, with £200/ $200+ jerseys not unusual, it's fantastic to see lower-priced options available that don’t seem to sacrifice much in performance or style.

Design details

Van Rysel’s RCR Jersey is a modern, lightweight top with what they call ‘Pro Fit’, meaning that it is very close-fitting, similar to many of the best cycling jerseys. Two fabrics have been used in its construction, with ‘Amigo’, a slightly denser material over the chest and back, and a lighter, more mesh-like material down the sides, over the shoulders, and for the sleeves.

The collar isn’t quite as low-cut as some jerseys, but is still pretty minimalist, while the sleeves are a good, bicep-covering length, with a raw-cut finish complete with micro-dot silicone grips. The entire hem is elasticated, with a silicone gripper running around the inside, and the front zip locks when flipped down, so it stays in place.

In addition to the expected three rear pockets, there is a horizontally zipped security pocket on the middle pocket and two smaller, extra pockets on each hip; ideal for sticky gel wrappers. The required care labels are another neat touch, attached with a soft fabric tab so that when they are cut out, the remaining stub isn't scratchy; it's a feature I’d previously only seen on high-end garments.

I liked the green fade colourway with pink logos and motifs, but I have no idea what the wording ‘Embrace the light’ means on the back? It sounds more like something you’d say to someone on their deathbed than words of motivational encouragement!

Along with the Pine Green, Lemonade Yellow, Ultra White, and Indigo Blue are available in XS to XXL, with the jersey claimed to be unisex.

Performance

As ever with Van Rysel, my initial impressions were pretty good, and I was impressed with the fit and feel of the jersey. It was snug but comfortable, and certainly a much better cut than the similarly budget-orientated Madison Flux Jersey. It is perhaps on the smaller side of medium though, and I’m not convinced that it would work particularly well for many women, despite its unisex claims, but that isn’t really for me to say.

I wore it in cool weather with arm warmers (when the sleeve grippers helped keep them in place) and in 30°C+ weather in Mallorca and Gran Canaria, where the fabrics coped perfectly well with comfort and moisture management.

The lightness and stretch of the materials allowed full, unrestricted movement whilst keeping the jersey flap-free at speed; just don’t expect much by way of warmth if the temperature drops.

A couple of minor criticisms, before one major one: Personally, I think that elasticating the front half of the bottom hem and the attempt at hiding the front zip behind small plackets are both unnecessary and slightly cheapen the look of the jersey, but that might be subjective.

What is objective is that the rear pockets are too shallow.

A quick survey of pockets on some of my other jerseys (Castelli, Santini, Assos, and Velocio) revealed an average depth of roughly 16-17cm, whereas the Van Rysel RCR pockets are only about 13cm deep. To be fair, I didn’t lose anything out of them, and it certainly made accessing them a bit easier, but I spent more time than usual patting my pockets mid-ride to check that nothing had made a bid for freedom. My phone (a modestly sized iPhone 14), for instance, protruded noticeably rather than being safely tucked away; I certainly wouldn’t want to ride off-road with the RCR jersey and anything valuable in the pockets.

It’s an odd misstep by Van Rysel, as whilst some things can be forgiven on lower-priced products, deeper pockets wouldn’t really have affected the cost at all. On the plus side, I liked the small side pockets that remained virtually invisible until I needed to stash some wrappers, after all, no one wants their phone, gilet or keys covered in sticky gel residue.

Value

The RCR Jersey is really good, but I think that the pocket issue is a problem at any price. It retails for £60/ $89.99, and for that it offers a well-cut, comfortable jersey with decent fabrics and a modern aesthetic, which should make it great value.

For me, though, the pocket security costs at least half a star. If the jersey was more expensive, then I would probably penalise it more, but to give Van Rysel credit, the value inherent in such a nice jersey offsets it to a degree.

It is certainly worth popping into your local Decathlon, trying one on, and seeing if your ride essentials fit safely into the pockets; if so, it's certainly good value for money.

Tech spec

• Price: £60/ $89.99
• Pockets: Six
• Fit: Race
• Type: Short sleeve
• Colours: Pine Green/Delicate Green (tested), Pink, Pine Green, Lemonade Yellow, Ultra White, Indigo Blue/Delicate Green
• Sizes: XS, S, M, L, XL, XXL

The Luxe is Velocio’s best-selling short, and has been for some time. This revised version features changes to the legs, waist, and straps that Velocio claims elevate the Luxe shorts to an even higher level of performance.

We loved the previous version of the Luxe bib shorts from the American brand, which we tested four years ago, so can the latest iteration still impress?

Design details

In keeping with Velocio’s compression claims, the Luxe fabric is fairly substantial and feels noticeably more robust than many of the best bib shorts. The legs only have two panels to keep potentially irritating seams to a minimum, which, coupled with the matte black finish, gives the shorts a very minimalist look, broken up only by the small, reflective ‘Velocio’ wording on the right thigh, an even smaller logo on the left thigh, and one on the left buttock.

Equally subtle are the ‘hems’, although there aren’t any in the traditional sense. As with many (but not all) modern shorts, the leg ends are raw-cut, with about 3cm of silicone grippers printed on the inside. The waist of the shorts is Lycra-bound, however, and sits higher than the previous model – over rather than under the belly button.

The straps have also been upgraded; the natty white straps are now joined up the rear with a mesh panel to help them sit in just the right place, and no longer cross over each other. The motivational words ‘Go the distance’ are printed on one strap with ‘Luxe’ on the other.

One thing Velocio clearly thinks didn’t need improvement is the seat pad, which remains unchanged. It is a proprietary unit rather than one that has been bought in, and uses multi-density layers for comfort and perforations for breathability and moisture management, with reduced padding along the centre to reduce pressure. The front, thinner section is cup-shaped to keep everything in place.

From a sustainability point of view, the shorts are made from 57% Polyamide Recycled (with Elastane making up the remaining 43%), arrive in compostable packaging, and Velocio is signed up to 1% for the Planet, so 1% of sales are donated to environmental organisations.

Velocio’s ‘Ride with confidence’ guarantee allows the shorts to be bought, worn, washed and then returned for a full refund if not comfortable – nicely reassuring given it's an expensive item.

The Luxe bib short comes in sizes XS to XXXXL for men and XXS to XXXL for women, with the same six colours - Black, Navy, Plum Truffle, Deep Lichen, Sulphur and Black Olive - for both.

Performance

Pulling on the Luxe shorts, there is no doubt about their compression credentials. My usual size large in shorts felt somewhat ambitious until they were in place, at which point they felt perfect. Close-fitting (even for cycling shorts), but unrestrictive, they felt great, and I think that the latest tweaks to the fit are very worthwhile.

As someone with a slightly unhealthy obsession with neat tan lines and a vain hatred of the pale tidemark exposed by short shorts, I found the leg length excellent and matched my favoured Castelli Espresso bib shorts. Equally, the higher front eliminated any chance of an unsightly gap between jersey and shorts, and smothered rather than accentuated any post-lunch paunch.

I wore the shorts on both road and gravel rides, with performance flawless whatever the surface. It’s easy to see why they are Velocio's best-selling shorts, despite the price (more on that later). The pad remained comfortable hour after hour, the legs refused to ride up, and they felt secure and supportive for the duration. The fabric felt like it would stand up well to the potential rough-and-tumble of off-roading, although on the flip side, I’m not sure I’d risk a pair of shorts with this price tag if there was too much chance of any arse/gravel interface.

Velocio says that the high-gauge material provides the compression and support that is needed for long days in the saddle, and whilst this is very hard to quantify in performance terms, the Luxe shorts certainly offer great support and stability.

Sitting down after riding out of the saddle required no readjustment, an occurrence which I think often marks the difference between great and merely adequate shorts - the cut, fit and pad design all work very well together.

As ever, the acid test of good cycling gear is that it barely crosses your mind once on the bike; it just does its job, leaving you to concentrate on pushing the pedals back down, and the Luxe shorts did exactly that.

The ride-wash-dry-ride cycle seems to have done them no harm so far, with no evidence of fading or damage

Value

As alluded to above, these are not cheap shorts (though they are by no means the most expensive on the market). A £210/ $299 asking price will have some riders dismissing them instantly, whilst others will think it's perfectly reasonable for comfort and style, and there are plenty of other similarly or higher priced options available. For example, the Castelli Premo Evo bib shorts retail at £300/ $350.

The two items of cycling clothing that I believe are truly worth spending money on are waterproof jackets and bib shorts. Jackets need to be genuinely breathable, whilst shorts need to be as comfortable as possible, so £210/ $299 is not outrageous for multi-hour comfort, but there is also no denying that I have been perfectly happy in shorts costing much less. I’d also rather have multiple pairs of shorts to wear in rotation rather than one pair of pricey pants.

As a garment, they are an easy five stars, with nothing I’d change about them – just a nagging thought that, ideally, shorts shouldn’t need to cost £200/ $200+ to be comfortable.

Tech spec

• Price: £210/ $299
• Chamois style: Race
• Storage: None
• Leg type: Shorts
• Colours: Black (tested), Plum Truffle, Navy, Deep Lichen, Sulphur, Black Olive
• Sizes:  XS, S, M, L, XL, XXL, XXXL, XXXXL

Concept is the new collection from the North American brand Velocio.

It says, “Zero compromises in pursuit of all-out performance and speed. Concept is designed for the sharpest end of the sport, with input from the fastest athletes in gravel”.

However, as far as I can make out, there is nothing particularly gravelly about the jerseys and shorts that make up the range, and in fact the performance aspects of the clothing, similar to many of the best cycling jerseys and the best bib shorts, are equally well suited to on-road use; most of the marketing rhetoric relates to speed, aerodynamics and even skinsuits, so think gravel racers with shaved legs, gels and a thousand-yard stare rather than wild beards, checked shirts and artisan IPAs.

It's the jersey I'm reviewing here, so let's dig into the details...

Design details

Three different fabrics make up the Concept jersey, although precise details are a little thin on the ground. Had it been Assos, then I’m sure each material would have had its own impressive-sounding name, but Velocio merely states ‘93% Polyester, 7% Elastane’ and leaves it at that.

However, the front, shoulders and sides are made from a very light grid-pattern fabric and the back panel is equally light but lacks the grid construction - possibly to increase the protection from the sun? The pockets and two small side panels are made from a lightweight softshell-type material for strength and structure.

On that note, the three pockets are a decent size, but even after extensive searching, the claimed fourth pocket for valuables failed to materialise, although a hidden silicone lip inside each of the pockets should help keep the contents in place. On the plus side, it was nice to see good reinforcement at the pockets, where they were stitched into the lightweight back panel.

The entire bottom hem has a silicone gripper, although there isn’t one on the sleeves, which are, slightly anachronistically, not raw-cut. The collar is low and rather minimalist, taking design cues from the aforementioned skinsuits, no doubt.

A full-length placket behind the zip prevents chest hair from getting caught, and it wraps around the zip top and bottom, acting as a zip garage, while the zip itself is a small YKK number that locks in position. I also like Velocio’s habit of attaching the scratchy care label to the garment with a soft fabric tab, so that when it’s cut out there isn’t a sharp stub remaining.

The Persimmon colour of the test jersey is definitely the brightest option, but there is also Zephyr Blue, Moss Gray and Black available for both sexes, with sizes from XS to XXXL for men and XXS to XXXL for women.

Performance

As is usual with Velocio, the jersey arrived in a non-plastic, compostable bag, which is always nice to see.

Size-wise, the medium was certainly correct for me, and in line with other brands like Castelli, Santini and Assos. It was a snug ‘performance’ fit, but the fabrics used were so light and airy that it never felt claustrophobic or restrictive. Body and sleeve length were good, with the pockets sitting at an accessible height, even with my inflexible shoulders, and the softshell material of them helped phone and food slip in easily. I never did find the zipped pocket mentioned on the website, though.

The weight of the grid fabric meant that this was a warm-weather jersey, with Velocio suggesting 18°C to 26°C as its ideal operating window. Fortunately, a brief period of British summer weather in spring just about crept within those parameters, and I was also able to use it in its more usual habitat, Mallorca, where the temperatures were lovely and warm.

Although I wore the Concept jersey on- and off-road, for me it (and the matching bib shorts) is really road wear. On my gravel bike, I am less bothered about compression and aerodynamics than I am about durability, and I suspect that even without the occasional tumble, trailside vegetation, tight gates and gritty mud would soon make short work of the lightweight fabrics. Of course, others who ride and race much faster than I do off-road would benefit from its fit and features, but I preferred to use it mostly on my road bike.

And as such, it performed very well. Leaving aside the AWOL security pocket, it did everything that you could expect of a high-end jersey. The close fit felt great and didn’t flap in the wind, yet it still had enough give to accommodate a base layer, and the silicone grippers kept it firmly in place. In 30°C Balearic heat, sweat seemed to evaporate as soon as it formed, whether climbing the newly surfaced Col d’Honor or the lengthy Puig Mayor.

In cooler weather, the very low collar and thin fabrics didn’t provide much warmth, and my gilet stayed on a little longer than usual, but that isn’t really a criticism; try the Velocio Luxe Merino if you want a jersey with some extra insulation.

Value

Perhaps it should come as no surprise that a jersey called Concept and billed as zero compromise is not going to be cheap. At £181/ $249, it is certainly at the premium end of the market, although nowhere near its zenith.

Some comfort can be taken from the fact that Velocio is part of the 1% for the Planet scheme and that they offer an unconditional 30-day trial period, and more from the quality of the jersey’s fit, feel and fabrics. Still, we haven’t reached the point where I’m going to say that spending £181/ $249 on one jersey is great value, but it is about par for the course for high-end kit. For comparison, Castelli's high-end Premio Evo Jersey retails for £215/ $300.

If this price range feels reasonable to you for a quality cycling top, then you won't be disappointed by the Concept jersey.

Tech spec

• Price: £181/ $249
• Pockets: Three
• Fit: Race
• Type: Short sleeve
• Colours: Persimmon (tested), Zephyr Blue, Black, Moss Gray
• Sizes: XS, S, M, L, XL, XXL, XXL, XXXL

A newcomer to the cycling shoe market they might be, but Udog founder Alberto Fonte worked for Fizik, Kask and Pinarello before starting the brand, so should know a thing or two about cycling. Started in 2021, it offers a concise range of mid-range to high-end shoes with a distinctive aesthetic and some interesting technology.

Based around its TWS 2.0 (Tension Wrap System) design, the Sempre is a mid-level road shoe with a dial-based lacing design; there is a version that uses laces called the Tensione. There are a number of similarities between this and the Udog Forza gravel shoe, which I also tried and liked, but there are important differences as well.

Design details

The Sempre’s key design feature is the Tension Wrap System, wherein a strap passes under the foot and is tensioned by the single twist dial lace, locking the mid-foot more securely in place. Operating the dial is simple enough: turn one way to tighten and the other to loosen the lace entirely, so no micro-adjust for untightening; if you look closely, you can see the cogs inside the dial through the transparent fascia.

The upper is made from a micro-perforated PU with a decent protective bumper over the blunt toe (but nothing at the heel) and a well-padded tongue. As with the Forza, the Sempre’s tongue is captive down one side so it can’t slip around and become uncomfortable; indeed, the upper cuff of the shoe extends seamlessly around the foot and along the top of the tongue.

Silicone grips inside the heel cup hold the heel in place, and there are perforations in the insole that align with a couple of small slots in the sole unit for airflow. The insole itself is fairly basic, with no alternative arch supports or anything fancy, but it is decorated with an image of a bike rider, which is nice.

Udog gives the Sempre’s nylon-carbon composite sole a stiffness rating of 7, but it isn’t clear what this is relative to? Presumably it is 12, as with other brands, but there is no universally agreed-upon scale.

In addition to the two small ventilation slots, the sole has very subtle rubber heel and toe pieces; these are non-replaceable and not very substantial. Similar to the Forza, the heel of the sole heavily undercuts the heel cup; this is much less of an issue on a road-going shoe, unless you are partial to scrambling about off-road to take photos, at which point it is very easy to damage the upper around the heel on rocks (who? me?).

The weight of a pair of size EU44 Sempres was 620g.

Available in Sempre Total White (as pictured) and Sempre Octane (which is white with black straps and a turquoise bumper). There are no half sizes or a women's version, but the full sizes run from 38 to EU48.

Performance

Strangely, the fit of the Sempre seems to me to be quite different from its sibling shoe, the Forza. While the size EU44 Forza felt snug and well-suited to my low-volume feet, the size 44 Sempre would better fit a higher-volume foot, in my opinion. It isn’t as wide as the blunt toe box makes it look, but on my feet there is excess material over the forefoot, which makes them feel less secure.

The single-dial fastening exacerbates this, as it is impossible to effectively secure the front of the shoe without applying excess pressure to the top section. This also hampers the TWS, which should, in theory, be a good concept; however, the inability to isolate each section renders it slightly impotent. The more expensive Cento model has two dials and probably works much better.

I rode the Sempres at home in the Peak District and up some quite big hills in the French Alps, and unfortunately never quite gelled with them. In part, this was because I was also using the excellent Van Rysel RCR shoes, which fitted me very well, and in part because of the lack of independent lacing adjustability. I spent a lot of time while riding fiddling with the twist dial, trying to get the right balance of front-and-back tension.

On the plus side, the little ventilation slots did offer some noticeable cooling benefits, and on long, hot alpine descents it was interesting to play with my foot angle and feel the airflow increase or decrease. Also, I really like the silicone grips inside the heel cup; they never rubbed or caused irritation and simply provided a highly secure, locked-in feeling without requiring excessive tension on the lacing, which is somewhat of a contrast to the front of the shoe.

The difference in stiffness between the Udogs and the Van Rysels under power, while certainly tangible, never bothered me much, although it was a good demonstration of the difference between a pro shoe and a mid-level product. Prior to wearing either, I had imagined I would wear the RCRs for short, hard rides and default to the softer Sempres for longer outings, but in fact I preferred the Van Rysel shoes for both.

This is a shame, as I really liked the look and simplicity of the Sempre and the idea of a slightly detuned shoe for big days out. The TWS should work well too, but seemed to be less effective here than on the gravel variant – perhaps because of the more substantial upper material on the road shoe?

Value

Ultimately, I was a bit underwhelmed by the Sempre. For me, they were overshadowed by the fit and comfort of the Van Rysel RCR, and by Udog’s own Forza gravel shoe. Whereas I was always happy to wear the Forza, the Sempre was not my default choice.

Of course, fit is a huge part of this, and another rider could, quite justifiably, come to the opposite conclusion, but if I had £160/ $209 to spend on a pair of road shoes, then these would not be top of my list. The TWS concept really is crying out for two dials.

In terms of value, the Sempre is in the right ballpark, though; Specialized’s single-dial Torch 2.0 is a fiver more, and Shimano's similarly stiff RC5 is the same price and only has one Boa, too. Giving it a star rating is tough – 4 stars might seem a bit generous given my comments, but there will be people it fits well. And the style and quality are spot on, and it is great that it offers an alternative fit to lower-volume shoes

If you like the look and idea of the Sempres (which I do), and have high-volume feet (which I don’t), then perhaps save a bit longer and give the two-dial Udog Cento a try.

Tech spec

• Price: £160/ $209
• Weight: 620g (actual, size EU44)
• Outsole: Carbon-nylon composite
• Retention: Single dial (Twist Tech)
• Colours: 2
• Sizes: EU38-48

As part of their new Concept collection, the Concept Bib Shorts have been designed to provide maximum speed, making them Velocio’s ‘fastest bib short ever’, according to the brand. That’s all well and good, but I suspect most riders are looking for comfort as the primary quality from their bib shorts, although free speed is always welcome.

This is especially true of these shorts, which appear to be biased towards gravel riding according to the wording and imagery of much of the marketing, although I can’t see anything that marks them out as off-road shorts specifically; there are no thigh pockets, for example, which is typical of shorts that fall into the best gravel bike clothing. They do, however, follow Velocio’s usual subtle and muted aesthetic, as does the rest of the Concept range

Design details

With a stretch-woven, softshell-style fabric, the Concept shorts feel a little bit like Castelli’s pricey Premio Evo Bibshort. There is a slight rustle to the material, and it manages to feel both tough and light at the same time, which is a clever trick. As is the way with modern shorts, seams are kept to a minimum. Gone are the days when more panels meant a better fit. Velocio has even managed to get rid of the central seam under the pad, which is the first time I’ve seen this in a pair of shorts; it makes a lot of sense, so you aren’t sitting on a seam all the time, and it probably adds to their durability.

Despite the relatively few seams, the shorts are heavily shaped and three-dimensional for comfort in the riding position.

The laser-cut legs are finished with a couple of centimetres of silicone grippers, whilst the top of the shorts is bound with Lycra edging. Neither the front nor the back of the shorts comes up particularly high, sitting just about at belly button level on me.

The rear of the shorts is double-layered, with a kind of mesh drop liner for reasons that were not entirely clear to me. I guess it might help with moisture management or a touch of extra protection against mud or road spray?

There is a nice, substantial feel to the multi-density pad, with its tiered structure ramping up the padding under the sit bones and reducing it towards the edges. There is also a nice, soft section which extends up the front of the shorts. It is worth noting that the pad is not the same as that used in Velocio’s best-selling LUXE shorts; the Concept pad feels a bit more contoured and thicker.

The straps are wide but don’t look especially breathable, and just feature a small mesh panel between the shoulder blades to help keep them in the right place.

Visually, the matte material looks great and shows off the large, reflective ‘Velocio’ wording on both thighs.

The shorts come in five colours for men: Black Olive, Smoked Paprika, Deep Lichen, Black and the Plum Truffle as per the review pair. Sizing runs from XS to XXXXL for men and XXS to XXXL for women in the same colours.

Performance

As with the Concept jersey, there is a bit of an off-road bias in the wording and imagery used by Velocio, but nothing in the construction of the shorts themselves screams gravel. Thus, I used the shorts (and jersey) both on- and off-road with equal success.

Sizing was consistent with other Velocio shorts and tights, as well as with other brands like Castelli and Assos, so size Large was an ideal fit. The leg length was great, which, as a slightly lanky guy, is always nice. Strap length was also good, holding the shorts in place on the bike without putting any pressure on my shoulders when standing up, and the combination of a great cut and silicone grippers meant that the hems didn’t migrate upwards whilst riding, which is a pet hate of mine.

My local gravel riding has plenty of interesting singletrack, which is great, but at the time of my testing, spring growth had left some trails a bit overgrown, which in turn led to scratched legs and snagged shorts. However, the tough fabric of the Concept shorts shrugged off any malicious vegetation without a problem.

Back on the tarmac, albeit the very warm and pleasant Mallorcan variety, the shorts proved themselves comfortable and cool. I can’t objectively quantify the degree of compression they provide or the extent to which that aids performance, but subjectively, there was a really nice, supportive feel to the shorts, which some lightweight materials can struggle to provide.

With plenty of long rides under my belt in these shorts, I can confidently say that the pad worked fantastically well for me, with comfort aplenty even after 160 km+. The firm-ish foam held up well without compressing over the course of the ride, and the tapered edges also helped with comfort. Perhaps the only negative is that it is quite a wide, bulky pad and some riders might find it a bit intrusive, but it certainly didn’t bother me.

Value

I’ve used a few bits and pieces from Velocio recently, and they have rapidly become one of my favourite brands. The consistency in fit and material quality stands out to me, and the Concept bib shorts are no exception.

They are comfortable, durable, and feel great on, but there is a catch: inevitably, these days, the ticket price. At £258/ $349, it's a considerable chunk of cash for a pair of shorts, but (and bear with me here), at least the Concept shorts do offer something different in return for your cash - whether it is worth it is up to you. The fit and feel are top-notch, but more importantly, the fabric, pad and pattern are all an upgrade on Velocio’s other shorts. The lack of under-pad seam is neat and possibly unique, whilst the plush pad worked perfectly for me.

However, this all has to be caveated by the fact that I found the Assos Mille GT Shorts very comfortable too, for example, and they are half the price of these.

If you are struggling to find some comfy shorts, or value innovation, exclusivity, and versatility for road or gravel, then try the Concept bib shorts. If not, then there are plenty of less expensive shorts that should do the job, and for this reason alone I think they can’t quite be a 5-star product.

Tech specs

• Price: £258/ $349
• Weight: N/A
• Chamois style: Race (multi-density)
• Storage: None
• Leg type: Shorts
• Colours: Five (Black Olive, Plum Truffle, Smoked Paprika, Deep Lichen, Black)
• Sizes: XS, S, M, L, XL, XXL, XXXL, XXXXL

In support of the Decathlon CMA CGM WorldTour team, Van Rysel (which is owned by Decathlon) offers the RCR line of products, which are designed to combine performance and value.

The RCR Road shoes aim to compete with products more than double their price, and, on paper at least, they look pretty good. Of course, where shoes are concerned, the best spec sheet in the world is worthless if the fit is poor.

Design details

The RCRs are white, very white in fact, with just the silver Van Rysel branding alleviating the monochrome upper.

Even the rear of the sole is white, with a moulded rubber heel piece for off-bike grip. There is a black rubber toe piece at the front of the sole too, although neither is replaceable. The rest of the outsole is made from carbon, and receives the full 12/12 marks from VR for stiffness, although as this scale is entirely of their own making, it is a fairly meaningless metric.

There are two large mesh vents on the sole to aid cooling and airflow, while the three-bolt cleat slots are reasonably generous in length. The sole is marked with graduations to help with cleat positioning and replacement.

Those ventilation holes align with perforations in the mint-green insole, so all the fresh air reaches your toes, keeping them cool and fresh. The insole doesn’t come with different-sized arch supports as some brands provide, but it feels a level above the basic insoles that some cycling shoes use as standard.

The perforated theme continues on the upper, with tiny holes across pretty much the whole shoe. This is great in a heat wave, less so for frosty spring starts. The synthetic upper material is seam-free, giving the shoes a clean, minimalist look.

Although they are branded ‘habu’, the two Boa-style dials are in fact made by Boa and work very similarly: twist one way for incremental tightening, the other way for incremental loosening and pull out to disengage entirely. The dials are rubberised for a good grip. Van Rysel has used fabric ‘pulleys’ for the straps, to better spread the load, apparently, and the tongue is captive down one side so it always sits centrally. The top of the tongue is well-padded, as is the heel cup, both of which aid retention and comfort.

My pair in size EU44 weighed 612g (156g per shoe), which certainly isn't the lightest shoe around but is in the ballpark for similarly priced products.

As well as the Ultra White colourway, there is an Ultra White / Pink (Roubaix special) and Smoked Black. Sizes run from EU36 to 47 in full sizes, with half sizes available between EU42 and 46.

Performance

It's a rare and beautiful thing to instantly click with a product, and even more so when it is a pair of performance road shoes which you might reasonably expect to have to break in for a few rides. However, before I’d even reached the end of my street on the first ride, I knew that the RCRs and I were going to get along marvelously.

A thousand kilometres later, and I still love them.

I suppose I should try and be a little more objective and informative, but, spoiler alert, I am already positive that these will make it into my annual ‘Gear of the Year’ list.

The sole’s stiffness was noticeable when pedalling, especially out of the saddle, and provided nice power transfer and a good, stable platform. I am not a WorldTour sprinter, and I am unlikely to hit four-figure wattages, but I have used softer shoes and don’t particularly like the feel; the RCRs are certainly stiff enough for most riders and are used by some of the sponsored pros, too.

Recently I’ve ridden in Sidi Ergo 6s, Quoc Mono IIs and even some older S-Works, and I think that the RCRs stand up to all of them in terms of stiffness.

That stiffness is all the more impressive given the large ventilation holes in the soles, and there is no doubt that the ventilation works very well. I’ve never struggled with my feet overheating, but on some long, 34°C rides in Mallorca the airy feeling was very pleasant. Earlier in the year, in the UK, it was a bit less welcome, but was easily fixed with a bit of pre-ride gaffer tape over the hole.

Of course, where footwear is concerned, fit is virtually the be-all and end-all, and luckily, the RCRs were the perfect match to my foot shape, which is low volume and maybe a little bit narrower than average. As a result, the slim shape of the Van Rysel shoes couldn’t have been better for me.

The double habu/Boa dials allowed tension over the instep and forefoot without too much tightness at the ankle, and the micro-adjustment allowed easy fine-tuning throughout the day as my feet swelled in the heat.

The deep, padded heel cup and plush tongue held my foot securely, with no slippage or pressure points, and the overall feel was an unusual combination of comfort and performance.

I guess I ought to pick out a few negatives, although they are few and far between. At 612g, they are maybe a little portly for a range-topping pro shoe (though not for their price peers), and the white upper requires some care to keep it looking its best. I also imagine that wide-footed riders might not find them as comfortable as I did, but that’s just how it is with shoes. Some potential buyers might wish for replaceable heel and toe bumpers, but given that I have recently lost two of my Quoc heel pieces during rides, maybe them being permanently attached is better (Shimano’s £350 S-Phyres also lack replaceable sole pieces). And lastly, some foot shapes would benefit from a more customisable insole with arch support options, but the price of the RCRs leaves plenty of cash for a change of insoles.

Value

At £180/ $279, these shoes are a bargain. For roughly half the price of the S-Works Torch, Sidi Shot 3 or Shimano S-Phyre RC9, the Van Rysel RCRs gave me all the performance I could want, coupled with comfort enough for eight-hour rides in hot temperatures.

Even as a bit of a weight weenie, I’d happily pay the 50-100g weight penalty that these have over some of the lightest shoes available for the comfort they provide, and that’s without considering the £150+ cost saving.

On my feet at least, the Van Rysel RCR are a near-perfect fit, look great and perform well, so it's an easy 5 stars for them.

Tech spec

• Price: £180/ $279/ €170
• Weight: 306g per shoe (actual, size EU44)
• Outsole: Carbon fibre
• Retention: Twin Boa (habu) Li2
• Colours: 3
• Sizes: EU36-47 (including limited half sizes)

Originally launched in 2013, Rapha has overhauled its Brevet collection, claiming it is ‘designed to meet the demands of ultra racing, validated by TCR champions Victor Bosoni and Jana Kesenheimer, offering a performance edge for self-supported adventures.’

I’m guessing it was designed to do that before, but with feedback, things can improve. When it comes to the Women's Merino Jersey, there was never formally a Version II to follow on from the original design, rather a series of rolling fabric and fit refinements over the years.

For Version III, Rapha says it has revised the fit, fabrics and features to further optimise comfort, functionality and performance for endurance riding, but how does it stack up against the best cycling jerseys?

Design details

The jersey is made from Rapha Performance Merino (RPM), a blend of 64% recycled cationic polyester and 36% merino wool. Rapha says the antimicrobial fabric is designed to offer natural temperature regulation, while drying quickly and resisting odours over consecutive days in the saddle. It's also intended to be durable enough to cope with the demands of endurance riding, including the occasional mid-tour hand wash.

The distinctive signature Brevet stripes remain, though they've been updated with a 'new perforated design' that the brand says delivers a noticeable reduction in weight.

The biggest update comes at the rear, where Rapha has introduced its new "Brevet Air Pocket." Rather than stitching the pockets directly onto the jersey, the multi-pocket arrangement sits on a separate panel (attached laterally and with reinforced tabs at stress pinch points).

According to Rapha, this allows the loaded pockets to stand away from the body, improving airflow and helping to reduce heat and moisture build-up across the lower back. A mesh panel beneath the Air Pocket is also intended to boost ventilation.

A silicone dot print around the hem keeps the jersey securely in place without adding unnecessary bulk.

The jersey is available in sizes XXS to XL and currently comes in two colourways: Black/Black (a black jersey with black background stripes) and Dark Forest/Silver.

Performance

I've been testing a size medium, as recommended by Rapha's sizing guide. As the guide is based solely on chest, waist, and hip measurements, perhaps I shouldn't have been surprised that the fit is perfect around the torso but comes up too short in the body for my liking. With a longer-than-average torso, the jersey rides up above the waistband of my bib shorts (at the front) when I'm off the bike - not a great look. Once in the riding position, however, it feels fine, despite still looking a little short.

In hindsight, sizing up may have been the better option (even if it had led to bagginess in the torso). It could also have eased the fit around the arms…

The sleeve seams have very little stretch, creating something of a muffin-top effect on my upper arms. Riders with slimmer arms are unlikely to notice, but if yours are on the broader side, it's worth bearing in mind. I never found it uncomfortable, although it did leave noticeable marks on my arms after longer rides. Sizing up might be recommended, but there could be a trade-off with the fit elsewhere.

Rapha recommends the jersey for temperatures between 14-24°C (57-75°F) and my experience broadly backs that up. It provided sufficient insulation on cooler mornings, even without a base layer, yet remained comfortable as the temperature climbed. While riding at a moderate tempo (that can be sustained for long consecutive days in the saddle), I never felt like I was overheating - the RPM fabric is impressive in changing conditions. I also used it in temperatures exceeding the recommended range and was impressed by the wicking and fast-drying fabric when the sun induced sweating.

The jersey genuinely doesn’t need to hit the laundry after every wear. The merino blend does an excellent job of resisting odours, making it well suited to multi-day rides, or simply stretching the time between washes. The darker colourway also does a good job of disguising grime - otherwise a real giveaway to living like a vagrant while on multi-day adventures - although that's something of a trade-off when it comes to daytime visibility.

After dark, however, it's a different story. The signature Brevet stripes are highly effective between sunset and sunrise, creating bright reflective bands that do a great job of catching headlights and making you more visible than your bike lights alone.

For me, the shorter body length means the pockets sit slightly higher on the back than I would ideally like. That said, the Brevet Air Pocket is a clever piece of design, and it wasn't made overly difficult to access despite the shorter-than-average jersey. It isn't a wholly new concept - I remember a similar approach being used on the 7mesh Skyline Jersey several years ago, although that design didn't include the mesh panel through the main body of the jersey.

I’ve found this detail makes a noticeable difference when it comes to managing moisture build-up. I’m a sweaty rider and the mesh panel really helped keep things under control.

The pocket system is at its most effective when the zipped-through pocket is properly loaded. Rapha describes this as two pockets thanks to the dual-access design. In use, it feels more like one single storage area. Simply filling the three standard pockets with ‘normal ride essentials’ (think phone, mini pump and snack bars) doesn't create enough bulk to make the Air Pocket work as intended.

I found a rain jacket or extra layers to be optimal; they aren’t too heavy but add bulk to lift the entire setup. I found packing this pocket best done before putting the jersey on; that said, it’s not impossible to do while wearing the jersey. The feature is aimed squarely at riders heading beyond the beaten track; when you're carrying extra layers, tools and food for a longer adventure, the additional storage becomes genuinely useful rather than just a marketing feature.

Value

This is a specialist garment for those partaking in endurance events and adventures and, as such, it comes at a high price. Rapha has created a unique, hard-to-come-by combination of merino-based materials, integrated reflective detailing, and extra storage that may justify the £195/ $260/ €230 cost for some.

Possible alternatives don’t offer the reflective detailing; some compromise on storage too. If reflective detailing isn't a priority, PEdALED’s Odyssey Merino Jersey is a more affordable alternative at £155/ $185. There are bound to be fit compromises with the £150/ $200 Adventure Tech offering from Q36.5; this is only available for men.

In short, if you want the unique offerings of Rapha's Brevet Merino Jersey, you will have to pay for them, and there may be some compromises where fit is concerned. Performance and functionality won’t be disappointing, though.

Tech spec

• Price: £195/ $260/ €230
• Pockets: Five
• Fit: Endurance
• Type: Short sleeve
• Colours: Black/Black, Dark Forest/Silver
• Sizes: XXS, XS, S, M, L, XL, XXL

There was a time when I would have given my right arm for a pair of the coolest sunglasses on the market. As a child who got into cycling thanks to Greg Lemond's 1989 Tour win, those cool glasses were Oakley. How could any teenager who fell in love with cycling through that year's Tour de France not lust after a pair of sunglasses worn by their cycling hero?

Over 30 years later, and the thought of shelling out hundreds of pounds on a pair of the best cycling sunglasses makes me shudder. Instead of chasing the coolest kit worn by big-name riders, I'm far more focused on a bargain and happy to wear sunglasses that cost a fraction of the price.

In fact, I'd take pride in paying for, and wearing, a set of wrap-around shades that do everything I need them to do and cost me less than £50.

Technical details

The BBB Cycling Chester Flux glasses come in under £50 (prices vary online) and come in a protective zipped case with a cleaning bag. The frame is made of Rilsan, a bio-based nylon essentially made from castor oil. It's meant to be fully recyclable, but you might need to check where you can do this, should you ever need to.

When it comes to sunglasses, the lighter they are, the more comfortable they sit on your nose and ears. The Chester Flux weighs 37.7g, which is plenty light enough, albeit 8-9 grams more than a set of Rokas and Van Rysels. They sit comfortably on my head with almost no pressure behind my ears from the rubber-coated tips, which do a good job of keeping them secure. I even tested them while running, and there was almost no bouncing, whether jogging slowly or pushing a bit harder.

They are 143mm wide at the hinge, 93mm wide at the tips, and with a lens that measures 58mm top to bottom, either side of the nose cutaway, offering good coverage. Protection from light, wind and airborne debris is excellent. I didn't have a problem with any of those things throughout the test.

The lenses also sat far enough away from my face so my eyelashes didn't touch the back of the lens. There's a bit of adjustment in the rubber nosepiece, meaning it can be squeezed in or opened up to help get them sitting in the right place.

Specifications

For a budget set of glasses, the lens technology is impressive. Our test pair came with the red lenses with 16.8% light transmittance (0% would let no light through, 100% would be a clear lens), which filters wavelengths that suit bright, sunny or partially clouded conditions. The contrast means they're suited to picking out greys, ideal for road riding. The contrast also seems fine with greens, so they're perfectly good on the trails too.

The profile of the lens is quite flat compared to a set of much more expensive Rokas or Oakleys, but this is where the main difference in lens technology is. The more shape there is in a lens, the more potential there is for distortion. Therefore, flatter lenses are easier to produce.

These have a gentle, consistent curve (many wraparound glasses curve more at the edges), so they look a little flat on the face, which is very much on trend, and have no distortion, even at the edges.

The lenses have an anti-scratch surface which I may or may not have tested. I've treated them carefully, and they remain scratch-free. Is that my careful nature, or the coating? From my experience with other riding glasses, these coatings only last so long and don't withstand too many drops, but they're proving resilient so far.

Performance

All the Flux lenses, including these ones, have an oleophobic coating which is meant to help with water gathering on the surface. When I splashed water on them, it did bead off quickly, but a few drops remained; good, but not foolproof.

I wore mine with a Van Rysel helmet, and despite their depth I didn't feel the helmet pushing down on them. They slotted into the helmet's side vents, just. But this is more of an issue with the helmet than the glasses. The Van Rysel Glasses weren't a great fit with the same helmet.

The glasses come in a zipped protective case with space for extra lenses and a cleaning bag. The lenses are easy to swap out by holding the hinge with one hand and the lens with the other, then pulling them apart. They snap back into place easily, too.

Value

Overall, this is a great pair of glasses. No one is going to be giving you envious glances or accuse you of trying to emulate your favourite rider, and they'll probably be surprised when you tell them how much they cost.

BBB Cycling has come up with an on-trend design and put some good lenses in the frame. The result is a good pair of wraparound sunnies that you can use for cycling, running or any other sport for that matter. They'll stay put on your head and keep bright light, wind, and most dust and debris out of your eyes.

Testing them through the summer meant the only thing I couldn't test was the anti-fog properties. I'll update this test when I do.

Tech spec

• Price: £42-61 (prices vary online)
• Frame: Full frame
• Lens: High contrast (category 3)
• Weight: 38g
• UV protection: Yes
• Material: Rilsan (bio-based nylon)

Much of cycling's apparel advancement over the past three decades of my cycling career has genuinely been about improving performance.

Be it technical features, cut, or even comfort, each phase has raised the benchmark in sporting prowess - but what, in my opinion, has taken a backwards step is this current phase for pastel colourways.

With even the best cycling jerseys succumbing to this sugary trend, it's one trend that I just can't, so I've increasingly found myself stuck in invisible black jersey funk.

That was until the Paria R-01 Short Sleeve Jersey.

Technical details

UK-based brand Paria has steadily been earning a bit of a cult-like following, filling the gap between boring cycling kit block or faded colours. Their motto is "Ride Loud," and they're best known for collaborating with alternative artists, breweries, and rock bands.

However, beneath the edgy aesthetics, which quite frankly are the most exciting designs since the 'Euro fluro' colourways of the early 2010's, lies, according to the brand, some serious technical apparel.

Made from an 88% polyester and 12% elastane (130g/m²) fabric mix, the Paria R-01 Short Sleeve Jersey is claimed to have been optimised for temperatures ranging from 18°C to 30°C, and even boasts an extended range of 15°C–35°C if suitably accessorised or stripped of a baselayer.

This temperature range is achieved by changing the fabric weave, with the back being a more opaque stretch fabric than the front, which is more open and highly breathable.

The fit is designed to be race-fit: high-compression; in other words, small really does mean small. If you are unsure of your exact size, erring on the side of caution and sizing up would be your best bet.

This is with the side note that there are both male and female fit options of the R-01 Short Sleeve Jersey, and, as you have probably guessed, I was riding the women's fit.
There are actually several designs for both genders to choose from, all of which I appreciate, although I have noted that the men's have a couple more, including this one.

Whatever your gender, all the jerseys share the same features: three open rear pockets and one small zip-secure one, a five-centimetre silicone hem gripper that circumnavigates the entire jersey, raw-cut, bonded, finished sleeves, and a low-profile collar.

Performance

The Paria R-01 is, hands down, the most complimented women's jersey I've ever worn. Everyone shares in the joy of an outlandish colourway and asks where it came from - even other clothing brands.

Riding the R-01 on several summer rides, I found the 130g/m² fabric blend incredibly efficient at moving sweat away from the skin. On climbs where the internal thermostat started redlining, I found that the material dried rapidly, preventing that cold, clammy feeling on the subsequent descents.

The Paria's quoted optimal temperature range of 18°C to 30°C is spot-on. I just did away with an undervest when riding above 30 degrees and still found the R-01 to be perfect. The robust wraparound silicone hem gripper ensures the jersey stays put, never riding up or swinging round, even on some pretty challenging off-road routes.

I did suffer the odd roll-up moment - but this was totally down to the size being a tad too small for my hips. The same goes for the arms. Designed with a 'modern' aero fit that finishes just above your elbow, the tightness of the fit depends on your biceps size.

As someone who now regularly strength trains, I found there was no slack to pinch any fabric. Note to all: small means small, so size up if you're debating which size is best, although even if it is tight, it will remain in full colour, with no whitening 'grin-through' distortion that can be found on under-dyed fibres.

R-01 features standard triple rear pockets. They are reinforced to prevent sag, meaning you can load them up with a phone, a multi-tool, and several gels without the jersey bouncing around on your lower back. They also sit high enough to feel secure but are jersey size dependent. So again, my small jersey meant small pockets, which did mean my XL iPhone 13 had to squeeze in, rather than slot, but at least I knew it was secure; it just made grabbing images on the fly a little more challenging, as it took longer to get my phone in and out of the pocket.

Value

At £89/$102, the Paria R-01 sits in an interesting sweet spot within the cycling apparel market. It isn't an entry-level budget kit, but it consciously undercuts the eye-watering prices of mainstream "premium" brands such as Rapha, Maap, or Pas Normal Studios, where equivalent race-fit jerseys frequently push past £160/ $215.

For your money, you are getting genuine technical performance - such as the high-wicking 130g/m² fabric blend, reliable YKK hardware, and tailored, flap-free panelling - without paying the "brand tax" associated with the sport's giant labels.

Better than that, it bridges the gap between team kit and meek pastels that see me reaching for my full goth emo look of all-black kit. While its ultra-aggressive cut requires casual riders to size up, it is a high-value, pro-level choice for cyclists who want to ride fast without looking like a box of macarons.

Tech spec

• Price: £89/ $102
• Pockets: Three
• Fit: Race
• Type: Short sleeve
• Colours: Leopard print (tested), Black raw, Wreckerboard
• Sizes: XS, S, M, L, XL, XXL

If you were to draw a Venn diagram and put cycling apparel in one circle, hiking in another, and Scandi-cool in the third, where they meet in the middle, the words Fjällräven cycling range would be written.

This isn't the brand's first foray into cycling kit. Its first was a Specialized co-lab that brought us adult rompers, anoraks and flannel. At the time, this radical take on bike kit firmly challenged even the more open-minded riders on what a new kit day should look like.

Four short years on, although Fjällräven has moved on from banana-yellow colour schemes, there has been a boom in bikepacking and 'gorpcore' fashion (yes, it's a thing), and we cyclists have become far more accustomed to wearing multi-use cycling attire.

This trend has been a springboard for the new Fjällräven Hoja collection, the brand's first fully in-house-designed, dedicated cycling and bike-packing line-up, with the Hoja bib shorts at its core.

But while they may well tick the on-trend box, do they tick the best cycling shorts box?

Technical details

Fjällräven says it has constructed the main body of the shorts using 70% polyester (recycled), 30% elastane, and, according to the brand, buying using what it calls a circular knit offers a structured and supportive fit. And thanks to hydrophilic properties, they also stay dry.

The upper torso of the Hoja bibs ups the polyester (and recycled) level to 92% polyester (recycled) and 8% elastane, which aims to create ventilated, comfortable straps.

Looking deeper into the brand's environmental credentials, it's one of the better ones for presenting an audit chain for its sustainable credentials; however, I haven't been able to, as yet, get sight of the source of the recycled fabric, as its last sustainability and CSR (corporate social responsibility) report was back in 2024.

It's safe to say, however, that the fabric will be PFAS-free and ethically sourced, in line with the usual Fjällräven standards.

In the middle of the Hojas sits 'floating' chamios. This reduction in secured layers, stitched or otherwise, means the shorts dry much faster, which is key when washing and wearing them on back-to-back riding days.

The other key feature is the drop tail for easy access for toilet breaks mid-ride. I'm pleased to see that Fjällräven has kept to its 'clean' design ethos and kept this as simple as possible by simply inserting a split design between the bibs and shorts at the back.

It's interesting to see that this is a feature on both men's and women's shorts, whereas it's normally just the reserve of women's. In fact, the only gender-specific feature is the sizing - notably the short length, with the women's leg measuring 22cm, one centimetre longer than the men's version.

Back to generic features, and you'll find a mesh cargo pocket on each leg and a very generous strip of high-vis fabric running parallel to the pockets on each leg, too.

Performance

Donning bib shorts for the first ride requires the chamois squish test. It's immediately apparent that the Fjällräven Hoja have done something radical here.

The seat pad is tacked in place front and rear, and that's it. You can feel the foam padding sections beneath the layer against your skin - but there are no thermally welded channels or stitched contours.

Sliding them on for the first ride, I worried I'd be taken back to my first pair of Impsport shorts, which had all the technical padding of a reusable nappy. After a hot, sweaty 10-mile ride on tougher-than-traditional 'gravel', my fears were eased. My backside returned friction-burn-free. It turns out we may have all been overthinking how much contouring our padding needs.

They also gave me enough protection for back-to-back riding days. Admittedly, I'm not riding more than three hours at a time, and I can ride pretty much any slimline saddle, cutout or otherwise. So the Hoja Body Geometry Contour Chamois will work for some people and not for others.

I can also confirm they dried quicker than a regular pair of bib shorts. For full transparency, I used a washing machine, not a mountain stream, and dried them on a washing line, not a rock, with a three-rider household - I could directly compare them with a pair of Lusso and Peal Izumi (both with foam contoured padding).

After a few more rides in the Fjällräven Hoja shorts, I realised I hadn't thought about the bib straps or torso elements. This instinctive reaction puts the shorts firmly in the excellent, comfortable-fit category. Not even noticing how the straps fit on my shoulders, across my back, or around my middle speaks to their comfort.

There's nothing fancy or high-tech about this upper design, which confirms my stance on all women's cycling shorts: 'stop over-complicating the structure'!

Even with a dropped seat for quick pit stops, a feature I usually detest, it wasn't an issue. The team behind the Hoja simply attached the straps to the sides of the shorts, not the back - and hey presto, you can pull them down while staying fully clothed.
I've not yet tested these shorts on full multiday rides in the wild.

So far, I've just put a few ride snacks on one side (right) and litter on the other (left). But they are huge and would take a jacket, phone, tools, etc. In fact, they're probably too big for me, as even lightweight stuff bouncing on my thigh annoys me; the idea of a multi-tool sliding around with every pedal stroke would be sensory overload and wreck my ride.

The only other thing I'm considering is size. I'm nearly always a medium in cycling shorts, but these are on the loose side; even after checking the size guide, they are generous. Something to consider if you want a racier fit.

Value

At £195/ $245, the Fjällräven Hoja Bib Shorts sit squarely in the premium tier of the cycling apparel market. They are competing directly with the very best in gravel bike clothing and have topped the prices of some of the top brands in the field, such as Assos Mille GT and Rapha Core Cargo.

So presenting value at such a high price point, in an already highly competitive market, is a tough gig.

Fjällräven has gone all out for bikepacking optimisation: Features like the fast dry time of the floating chamois and the seamless drop-tail functionality (in a non-convoluted way) solve real, tangible problems for adventure cyclists.

But if you're not looking for multiday unsupported rides, then these might be somewhat over-specc'ing your ride requirements.

That said, you will get a very comfortable pair of bib shorts with the Fjällräven stamp of sustainability and eco-friendly manufacturing; you won't be disappointed.

Tech spec

• Price: £195/ $245
• Weight: 197-233g
• Chamois style: Floating
• Storage: Two double-stretch mesh
• Leg type: Shorts
• Colours: Black
• Sizes: XXS, XS, S, M, L, XL

The Rapha Pro Team Ghost Air jersey is the most expensive cycling jersey that I’ve tested. It builds on the previous Ghost jersey with a design specifically suited for humid environments.

Construction

Rapha has developed the Ghost range of kit using climate chambers and laboratories to test the body temperature of riders in the Ghost kit versus other kits. The idea behind this line has been produce a jersey that limits the impact on performance that the heat has. The standard Ghost jersey was designed to be very fast moisture wicking but was not as effective in humid heat. The Ghost Air steps it up when conditions get humid thanks to some clever construction techniques.

Whereas the Ghost jersey sits flush with your skin, the Ghost Air features a series of dotted lines of material under the jersey. These push the fabric away from the skin and allow for airflow between the jersey layer and the skin. With humidity impacting moisture transfer, this improved airflow is designed to help sweat wicking when that becomes near impossible in humidity with standard lightweight materials.

The jersey also features a host of perforation across the entirety of the construction. This is aimed to work in conjunction with the internal channelling to allow for air to enter and circulate, assisting in evaporative heat loss. Rapha does state the jersey is for use in 25-40˚ C and humid conditions, and without a base layer to work at its best.

It also features the same lightweight mesh waist hem as the Ghost jersey, as well as low cut neck and three rear cargo pockets with a mesh structure around them.

Sizes range from XS to XXL, while three standard colours are available as well as a special edition Ice Dye version.

The Ride

To really put the Ghost Air to the test, I’ve made the most of the rather humid heatwaves that we’ve been graced with in the UK so far this summer; 34˚C and 60% humidity isn’t the maximum of what this jersey is claimed to be able to cope with, but it’s a good place to start.

The fit of the jersey is very much in line with the Rapha Pro Team range. The rear sits a bit higher than the Classic range, but the pockets are still manageable to reach into without difficulty. At the front, the hem does sit quite high, so if you have bib shorts with a lower cut at the front like the Assos Equipe RSR then you can end up exposing some skin when standing off the bike. As with other Pro Team items the fit is close and race cut, but not constrictive.

Having previously tested the standard Ghost jersey, the fast moisture wicking was a fantastic feature of that jersey with the very thin material, however it struggled to transfer this moisture when the weather was more humid. Back to back testing of the Ghost Air with that did confirm that the Ghost Air does work significantly better in that stickier humid heat. You can’t escape all levels of discomfort in those conditions, but the Ghost Air jersey does do a very admirable job of reducing how stuffy you feel around your trunk. Having the raised internal structures and host of perforations does assist in allowing air to enter and flow better than any other piece of kit that I’ve tested.

It can still struggle a little on longer, steeper climbs as the airflow becomes a little limited by the reduction in speed. However, at cruising speeds of 25-30kph the jersey works very effectively.

You do need to be careful with the white jersey in terms of colour staining, especially if you have darker bib shorts that are also getting very sweaty. I did end up with some colour patches on the Ghost Air, but they washed off and it was against a new unwashed pair of dark dyed shorts. Just something to consider.

Another feature I do like is the internal perforations do lead to a slight ribbed structure on the sleeves of the jersey. There is no testing to confirm if this improves the aerodynamic performance but, generally speaking, a textured sleeve is faster than a smooth sleeve, so it is unlikely that it hurts performance in any way.

Value

There is no doubt about it, this is a very specialist jersey, and that comes at a price. £275/$350 is very expensive for a cycling jersey. It wasn’t long ago that a pair of bib shorts exceeding £200 was a lot, let alone a jersey that now nears the £300 mark.

To put it into context, other hot weather specialist jerseys are significantly cheaper. The Rapha Ghost standard jersey is £225, Castelli Premio Evo £230, Assos Mille GTO S11 £210, and Isadore Echelon Ultralight is £170. I can’t say that compared to the likes of the Isadore jersey that the Ghost Air offers good value; it simply doesn’t justify being £105 more for most people.

Saying that, having tested a lot of jersey across a lot of conditions, I can confidently say that the Ghost Air is the best at regulating temperature when the conditions are more humid. To that end, it is a class leader, so if you want a jersey that is the best for humid conditions, this is it. But in those conditions, other factors such as head cooling are still a big limitation, and comfort is relative in 40˚C humid heat.

The Rapha Pro Team Ghost Air will be more comfortable than other jerseys in those conditions, but I don’t think it’s by such a margin to justify the cost for most people. But perhaps if I was doing events in hot humid conditions where I was preparing all season for it, then something that makes me cooler, more comfortable, and may enhance performance a touch might become a relatively better value item.

Conclusion

The Rapha Pro Team Ghost Air jersey is a wonderful adventure into what is possible when it comes to creating a jersey specifically for hot and humid conditions. In weather like that, nothing is truly comfortable, but compared to the competition, the Ghost Air does a better job at keeping you cooler for longer thanks to some clever technical innovations with the fabric.

It’s not good value for most of us, as £275/$350 is the price of a good pair of shorts and a decent jersey. But for those who want to be as comfortable as possible in conditions that frankly are extremely uncomfortable, the Ghost Air does a better job than anything else on the market right now.

This is actually the second release of the Nimbl Urano shoes. Previously released in the winter of 2024, after testing and feedback from professionals, Nimbl shelved the shoe so that they could fix some issues. Now, it's back with the Italian brand hoping that the Urano will set the standard for high end gravel race shoes.

Construction

The Urano are built upon the same monocoque carbon fibre sole as the rest of the Nimbl line of shoes. This results in the same incredibly low stack height of around 2mm, with the rear of the sole extending up to create a stiffer heel cup. The main differences are the two-bolt cleat mounting for Shimano SPD cleats, and the inclusion of rubber treads. A TPU toe guard, front and rear treads, and mid-sole protective piece have been added for off-road walking traction and sole protection, a feature you see on many of the best gravel shoes.

As with other Nimbl shoes, retention comes via the two Boa Li2 dials. These allow for micro adjustments for tightening and loosening, with a pull to release system. These are the plastic topped version rather than the metal ones on the Ultimate and Ultimate Glide shoes. A grippy exterior is still included on the dials, in rubber this time, to allow for easy grip and retention adjustments.

On the upper, the structure is the same as the Ultimate shoes, with a conventional tongue design. However, the microfibre upper has been redesigned to be more resilient, and easier to clean given the off-road design of these shoes. For ventilation there are multiple perforations across the sides of the upper material.

A size 43 is quoted as being 254g per shoe, the size 45 on test was 248g per shoe including all the parts and insoles. Sizes range from 39 to 47, with half sizes from 41 up to 47. Black and white colour options are available.

The Ride

In terms of performance, I have been mightily impressed by the Nimbl Urano shoes. Using them on the road with Shimano SPD pedals, the power transfer and light weight has meant the setup feels.as good as the usual Speedplay setup I use for road riding. Power transfer for sprints and higher capacity efforts feels planted and direct, while the low weight does feel better at higher cadences when the shoe is moving faster.

To really test these shoes, I used them for the Gralloch UCI gravel race. They clearly didn’t slow me down, after 3.5 hours of racing I had averaged 291 watts and set plenty of power PBs. In essence, they felt like road racing shoes, providing impressive stiffness as a platform to launch watts from.

Comfort wise, these have taken less breaking in time than the Ultimate Air or Glide shoes I’ve tested. The upper is stiff, but not unforgiving and the low entry to the shoes means there is very little chance of any upper material rubbing on ankles. This low entry also does not result in any lack of retention around the heel. The rear of the shoe cups the heel nicely with a fit that is narrow enough on my heel and ankle, but not constricting.

Of course the Boa Li2 dials play a big part in the retention. I personally prefer the tongue-less design of the Ultimate Glide and I find that dial setup does lead to better pressure distribution when really clamping down the dials. However, on the Urano, the two dial setup with tongue can still be tightened down enough to secure the foot well for most high capacity efforts without being overly tight on any section of the foot. The Boa Li2 dials have been praised enough in many shoe reviews I have done, as well as by others, and remain the standard bearer for retention dials on cycling shoes with both the micro-adjustments for tightening and loosening, as well as the pull to release for easy foot release.

After 3.5 hours of racing, the outside of my right foot was aching, due in part to the stiff carbon sole. I have a high arch, so even with arch support I can get a pressure buildup on the outside of my foot, but after this amount of time on rough terrain, there was certainly some aching.

The main difference between the Urano and the rest of the Nimbl lineup is of course the gravel element of them. The sole uses two two bolt attachment points for Shimano SPD cleats rather than the three or four bolt road options. The upper is also more rugged and easier to clean, with dirt wiping easily off them after a day of racing.

On the sole of the shoe there are also more rugged tread elements for walking off-road and maintaining some grip. These are effective, and have proven useful riding on bridleways and requiring a fair bit of walking in some cases, but these are race shoes and these are not as grippy as more adventure focussed gravel shoes.

There is one glaring issue with these shoes though, and that is the quality of the finish. On the front tread section especially, a good amount of it is visibly glued on, and can be lifted quite easily by hand. It’s not the quality I would expect for a pair of shoes that cost more than half a grand. I have seen far better quality of the tread fitting on shoes that are a third of the price. They appear secure enough, with sections that fit into the sole itself on some small openings, but it’s still a little bit tardy in terms of finish quality.

The insoles are the same basic ones that come with all Nimbl shoes, and I am in two minds when it comes to criticism of these. On the one hand, if you spend £550 on cycling shoes, you are likely performance focussed and use custom orthotics. If you don’t, you should, it’s a far greater performance gain. On the other hand, the insoles that come with the QUOC M3 shoes with adjustable arch are fantastic and I use them instead of the custom insoles I have, as with the high arch support they work well for me. Regardless, with the Nimbl Urano you will likely need to buy insoles, or use whatever pair you already use, as the supplied ones don’t offer much support for anyone with any form of arch in their foot.

Value

As with previous Nimbl shoe reviews, value is an area where the price tag does just mean they struggle comparatively. £550 / $649 is a huge amount to pay for cycling shoes, regardless of how good they are. The simple fact is at this price there is certainly a case of diminishing returns on investment.

I have previously been racing in a pair of Specialized S-Works Recon Lace shoes, which retailed for £300 / $325. They are lightweight, fit well, and offer a great level of power transfer, for nearly half the price. Spending my own money, I could not justify spending £250 more on a pair of shoes for what is a small increase in performance based on statistics.

Even the new S-Works Recon Evo, based on the Ares 2 shoe, are £399 /$549, and feature a broader spectrum of sizes. On the face of it some of the finish of those is slightly better than the Urano as well. However, the more convoluted path of the Boa dial lace is ripe for damage from mud and grit ingress over time.

The new Sidi Aeron is another consideration, again £399 / $570 and carbon soled, dual-dialled, and with good levels of tread. The carbon sole is also less exposed for longevity, but this will add weight even if that figure is not disclosed.

But then this is a high-performance race shoe. Compared to most dual-boa-dial equipped shoes the Urano are around half the weight. That’s often around 500g saving which at a higher performance level is not insignificant. The power transfer is also exceptional, so much so that I can happily use these shoes for fast paced road rides on SPD pedals. For those seeking every advantage, there may be value to them in these shoes. For most of us, I’d say you are far better buying in the £250-300 price point for performance gravel shoes. They will be mostly as good, likely feature greater longevity features, and cost far less.

Conclusion

The Nimbl Urano shoes are quintessentially Nimbl. They are extortionately expensive, exceptionally lightweight, wonderfully stiff, secure and comfortable, and lust worthy in their style and desirability. If you want the fastest gravel racing shoe option for SPD cleats, you’ll likely struggle to do better than these. If you want almost all of that performance but for significantly less cash and potentially greater longevity, look elsewhere.

The Rapha Pro Team Cargo Bib shorts are built on the same foundation as the Pro Team Training Bib shorts, featuring some trickle down technology from the top-of-the-range Pro Team III Bibs and PowerWeave shorts, the former featuring in CW's guide to the best bib shorts.

Construction

A nice feature of recent Rapha products is that a good percentage of the nylon and polyester used in the creation of the products comes from recycled sources, more than 75% total. The body of this material is also designed to be compressive, but more gently so than the PowerWeave bib shorts. This is to improve comfort and muscular support over longer duration rides.

On the side of both legs, there is a large, rectangular cargo pocket with a doubled over hem to allow for easier access than a flat raw cut option. It sits a little prouder, but barely. These pockets are large enough to accommodate a rolled up jacket, or even the largest of smart phones. Rapha continues the European logos structure of placing the more visible white ‘Rapha’ logo on the left leg, or traffic side, while a colour matched version sits on the right side.

Wide elastic grippers are used on the legs to keep them securely in place. Both a standard, and long-leg variant of the shorts are available, adding around 3cm to the total length.

On the upper, the same wide elastic straps as those used on the Pro Team III Bibs are present. These are designed to offer a wider support platform and avoid any pressure points across the shoulders and back. The rear element of the straps is a mesh material to allow for greater moisture transfer and temperature regulation.

Six colours are available, along with the two leg-length options. Sizes range from XS to XXL.

The Ride

The Rapha Pro Team Cargo bib shorts are almost identical in design to the latest Pro Team Training bib shorts. They take a good amount of inspiration from the top-tier Pro Team III shorts, but don’t use the latest higher density chamois. For me, this isn’t a problem as it has plenty of thickness that's suitable for mixed surface riding.

These aren’t gravel shorts per se, rather more of a hybrid design. The materials are not abrasion resistant, instead they are standard road materials similar to the MAAP Team Bib Evo Cargo range. This is likely why they feature the two side pockets on the legs but not the gravel regulars of rear pockets on the lower back. However, I tend to use those in limited amounts as they can put pressure on the lower back if positioned too high. The exceptions for me are the MAAP Alt_Road 2.0 bibs and Albion ABR1 shorts.

A benefit of these shorts using thinner road materials is they breath better than the abrasion resistive materials, but then the pockets feature a dual layer of fabric so can get a bit warm. Indeed, Rapha gives a top-end temperature range for these of 25˚ C, which is when I found them a bit too warm. Mesh side pockets would alleviate this issue but potentially wouldn't be as secure.

However, pocket security is very good, with enough depth to house large phones, packable jackets, tool pouches, or copious amounts of food. It makes the shorts deal for long days on the bike where perhaps the starts or finishes are cooler, layers are required, and lots of food, too. I like them for stashing food packaging and rubbish rather than filling my pockets with these items.

While the level of compression is nowhere near as gripping as the PowerWeave shorts, like the Pro Team III, it's still impressive, something I appreciate during long days in the saddle. I also like the two leg-length options. I normally go for a shorter length, but current style is leaning more towards ‘just above the knee’ cuts, which the long length here achieves nicely. There is also a small amount more UV protection as a result.

Other features such as the leg grippers and the wide bib straps are just as effective. After extensive use the stitching, seams, and raw cut hems are all still in very good condition with no fraying issues. Pilling of the fabric material does not seem to be an issue on the seat area either, something I am seeing increasingly but primarily on thermal bib tights/shorts. I’ve personally tended to have great longevity experience with Rapha bib shorts, and based on my testing so far, I’d expect the same from these.

Value

While £195 / $275 is not cheap for a pair of bib shorts by most standards, in today’s market with most higher end offerings exceeding £200-250 and some breaching the £300 mark, the Rapha Pro Team Cargo Bibs represent a decent level of value given the quality.

Similar offerings in this functionality include the Castelli Unlimited range (£189), LeCol ARC Cargo bibs (£220 / $305), Albion ABR1 (£185), Q36.5 Adventure Cargo shorts (£220 / $290), and the subtly named Assos Tactica Kieskäfer Gravel Bib Shorts T5 (£160 / $210).

Out of those offerings, the Rapha shorts offer I think the best chamois overall for a mix of road and some off-road riding. The chamois is a little thicker than the Pro Team III shorts latest offering, not as dense, but that’s a bit more preferred for cruising on broken tarmac for me. The LeCol ARC are a bit more cushioned but do come with more pockets. But of course, that comes at a cost, and personally the pad is a little too high volume while the leg grippers are not as effective.

As mentioned , these aren't designed as a gravel-specific short and personally I tend to prefer road going options, as gravel shorts with abrasion resistive materials can get warmer. But then the trade-off is in the event of a crash, road short materials tend to rip - this is where the Albion ABR1 are so great, as the mesh pockets limit heat build-up, and the repairs team offers a fantastic service, which I have tested by crashing in the shorts and ripping them. This is also a service that Rapha offers, with a limit of 5 per year, and some items excluded, but bib shorts can be sent back for crash repairs with a 4–6-week lead time.

Conclusion

The Rapha Pro Team Cargo bib shorts are a solid performer. The large pockets are incredibly useful for long days in the saddle or stashing some extra spares when going on gravel rides. With the small price increase, I see no good reason to opt for the Pro Team Training bibs that these share all features save for the pockets.

I would prefer to see a rear pocket alternative and colour matched mesh for the pockets, but these are small requests. With free repairs, high levels of comfort, practicality, and style, and decent overall value, these are a highly capable pair of shorts that perform very close to their more premium Pro Team III siblings thanks to a great deal of trickle-down tech.

Launched over six years ago, the Giro Gauge was designed to merge Giro's Rumbler VR’s versatility with their own Terraduro’s off-road shoe credentials.

I was keen to see if they delivered where versatility is concerned. Could they be a do-it-all shoe for a multi-day bike trip? They needed to perform on the bike, on a multitude of walking terrains, and still be comfortable and discreet enough for functional wear in the evenings. It’s fair to say they didn’t let themselves down, providing it didn’t rain…

Construction

The aggressively lugged rubber sole is designed for durability off the bike, while still offering sufficient stiffness for power on the pedals; indeed, they are compatible with the best gravel bike pedals. An EVA midsole is intended ‘to disperse pressure and absorb shock, enhancing comfort and stability over rough terrain’.

A supple synthetic mesh upper, combined with a Boa dial, provides a snug, breathable fit.

Reinforced heel and toe boxes - protected with Giro’s Rockprint material - shield against impacts, scratches and abrasions.

Inside, the insole is simple, offering no extra arch support. The Gauge comes in three colours - Black, Sky Blue and Dark Sage Green - and in sizes 39 to 50, though half sizes aren’t offered. A traditional laced version is also available.

Performance

For years, Giro’s Rumbler VR were my go-to shoes for everything from long tours to casual rides. They logged countless miles across multiple countries and coped admirably with some brutally gnarly hikes. So when they were discontinued, I was devastated. I tried a few other brands in search of a replacement but never found that sweet spot: on-and-off-bike performance in a shoe that was actually comfortable. After weeks of testing the Gauge shoes in a variety of scenarios, I can confidently say they hit all the marks the Rumbler VRs did, and exceeded them on some levels. They’re not perfect - indeed, a hardened mountain biker may scorn them - but for anyone after a versatile, discreet, well-made shoe, there’s much to like.

It’s worth noting that the Gauge doesn’t come in a women’s-specific version. That said, I’ve often found female-specific shoes to be too narrow anyway. I tested a size 42 - my go-to across most brands - and the fit was spot on. Fit is always subjective, but for me there was plenty of width and a generous toe box. There was no pinching or rubbing at the heel cup either, something I’ve experienced with a few other ‘touring-focused’ shoes, particularly when walking.

I swapped out the fairly basic insoles that come with the shoes for my custom orthotics and a more supportive insert. The supplied insole feels like a cost-saving choice from Giro and, unless you have very flat feet, it’s something you’ll probably want to upgrade.

Dialling-in the right position for the SPD cleats was straightforward. There’s plenty of adjustment range and, unlike a pair of Shimano shoes I recently tested, it was possible to run the cleats relatively far forward.

Compared to traditional laces, the Boa dial makes getting out on the road quick and easy; this a win over my old Rumbler VRs. With only a single dial on the Gauge and no additional fastener lower down, I found myself giving the dial occasional extra turns at the start of rides as the tension settled. That might irritate some riders, but given I was using these mainly for touring, functional rides and off-road forays, it never really bothered me - I’m not chasing high-end performance here.

The sole strikes a great balance: stiff enough to feel reasonably efficient on the bike, especially when putting the power down on drags or climbs, but not so rigid that walking feels clunky and awkward. The lugs are impressively durable too. On one of the test tours, I spent time walking sections of the South West Coastal Path. The rubber sole proved reliably grippy - even on smooth, sloping rock faces and seaweed-covered surfaces. I felt confident scrambling around off the bike, then clipping back in and having a sole that still transferred power effectively on steep climbs out of the Cornish bays and coves I’d just explored on foot.

The toe cap and heel cup stood up well to brushes and scrapes with rocks while I was hiking. When I got home I gave them a quick clean and they look remarkably like new - Giro’s own ‘Rockprint’ is robust stuff.

The synthetic mesh upper is surprisingly breathable. Admittedly, my rides haven’t been in scorching temperatures - low twenties celsius was the best I got - but at no point did I sense that my feet were overheating as can often be the case in black shoes. While the mesh works brilliantly where ventilation is concerned, it’s a complete fail when it comes to protecting your feet from even the lightest of road spray. Indeed, the Gauge’s will offer zero protection when it starts to rain, and Giro don’t claim otherwise. This is certainly worth bearing in mind if you are considering investing. On a rather more positive note, they dry out much quicker than the Rumbler VR’s ever did.

Assuming it has not rained, the Gauges transition well to casual use after a day’s touring. They are discreet and neutral, making them perfect for off-the-bike use… I’d be as happy strolling into a pub wearing them, as I would be tackling a gravel climb or rocky hike.

VALUE

Similarly specced shoes include Fizik’s £159.99/$179.99 Terra Atlas Shoes and Ride Concept’s £159.95/$176 Acomplice. I haven’t tested either of these, so can’t draw comparisons when it comes to fit or performance, but they are both priced significantly higher than Giro’s £119.99/$129.95 Gauges. If you’re happy with laces you can get the Gauges for £104.99/$99.95.

If you prioritise comfort, grip and clipless compatibility over a super stiff, performance sole, the Gauges are definitely worth considering. They are an ideal shoe for tourers, bike packers, gravel riders and commuters alike. The only serious negative I can speak of is the lack of water repellency - at this price point you can't have everything.

The Mille GTO S11 shorts are the latest iteration of Assos’ top-spec pair of shorts in the Mille comfort range, which feature in CW's guide top the best bib shorts.

As with all top-of-the-range Assos products, the shorts feature an enormous host of proprietary fabrics with names only the Assos marketing department could concoct. So, let’s get listing exactly what the difference between a kukuPenthouse and OSSIDIA are.

Construction

Starting from the hem of the legs up, we have the Inject leg grippers around the raw cut leg hems. These are more open than a traditional solid silicone band and claim to improve airflow around the leg while providing plenty of grip.

This is fitted to the OSSIDIA material used across the main body of the legs and designed to ‘wrap your large muscles in silky-smooth compression’, as it states on the website. It uses warp-knit construction for an incredibly thin yet supportive material. Moving up from here the cranKio Tec darting around the hips prevents any bunching of the material throughout the pedal stroke.

As we get to the waist, LOSANGA material is used across the crotch, which is non-compressive to reduce pressure and allows for greater airflow. This is paired with the famous kukuPenthouse chamois relief channel designed for male anatomy. The waist area here is also low pressure, or zeroPressure waist as Assos refers to it, making nature breaks easier and limiting constriction around sensitive areas.

The straps have been revamped to be thinner in construction, similar to those used in the Assos Equipe RSR Superléger S9; rollBar is the extended strap which gives it two attachment points at the rear to keep the chamois in contact with the body while pedalling both in and out of the saddle.

The chamois has many features. It starts with the GTO S11 insert, a dual-layer 21mm pad with additional support under the ischial bones, commonly referred to as the sit-bones. It feels similar to a dense memory foam. The pad is suspended with goldenGate 2.0, where the pad is attached at the front and rear, but floating in the middle so that it remains in contact with the body to eliminate friction. kraterCooler are the large perforations at the front of the pad to allow greater air cooling and reduction in humidity, while whirlKrater are the perforations across the body of the chamois, apparently creating a whirlwind of cooling air.

Standard and Long leg lengths are available, with a 3cm difference, while just black is offered as a colour option. Sizes range from XS to 3XL.

The Ride

While they are comfortable once on, there is nothing that really stands out about the Mille GTO shorts pre-ride. That all changes when you hop on the bike and becomes more apparent the longer you ride for.

The features such as the raw cut hems and new grippers work well, while the zero pressure waist does make for a comfy fit. The straps are also effective. It is only when you get into the riding position on the bike that all these features and elements really start to make sense though.

The legs stay in place well, even over stubble or hair, while the cranKio darting really does eliminate any folding of fabric around the hip during the pedal stroke. This removes elements of discomfort I often have come to associate with simply riding for longer duration, and over the course of a few 5+ hour rides, it was noticeable just how comfortable the Mille GTO were relative to other shorts.

This is further exaggerated in warmer weather. The compressive yet impressively breathable OSSIDIA material works wonders as it gets hotter, while the lighter strap construction and LOSANGA material at the front of the shorts really help with temperature regulation.

The more breathable panels at the front of the shorts also compliment the perforations within the chamois pad. There is a noticeable level of airflow at higher speeds and when you get out of the saddle. This will have the effect of reducing moisture in that environment, which in turn will help with hygiene and limiting gripes such as saddle sores.

The Mille GTO pad itself is fantastic. I have been a bit fan of the Mille seatpads for a while, and this latest iteration feels fairly similar on first impressions, but again, as you ride it makes more sense. The higher density material in the pad really comes alive once you get into longer rides, or ride on rougher road surfaces. Vibration dampening is second to none and, as with other features, limits the rate of decline in comfort compared to a lot of competitors. Having the centre of the pad somewhat free to move also means that there is far less chance of having your body move across the pad which can lead to friction and irritation. Instead, it does move with the body how Assos intended.

I like the lower secondary attachment point on the straps that is used across the Mille range of shorts and tights. I’ve actually found it useful as an external pocket for stashing lengthways a waterproof or jacket when not needed to free up pocket real estate.

Value

Undoubtedly, £295 / $410 for a pair of cycling shorts is a considerable sum of money. The Mille GTO S11 are an exceptionally good pair of shorts, but Assos has now trickled down a lot of the great technologies and functionalities, which actually causes a bit of a headache for the GTO shorts.

I’ve tested both the Mille GT and the GTS, and the GT are my second favourite in this range, very close to the pinnacle GTO shorts. The pad features the same floating structure, the materials are comfortable, and the strap design is very similar. The grips are not as effective, and in hotter weather it’s perhaps not quite as breathable, but it’s close. It also comes in a broad range of colours which I personally am a fan of. The biggest issue for the GTO however, is that the Mille GT shorts are just £135 / $210.

Comparing the Mille GTO with the Rapha Powerweave, Q36.5 Dottore, and other ~£300 shorts, the Mille GTO are now my favourite for longer warmer rides. But spending my own money, the Mille GT offer so much of what makes the GTO a great long ride pair of shorts, but for about 45% of the price. The gulf between the two in price is huge, but the gulf between the two in terms of performance is barely a small stream you can step over. It extends in excessively warm weather or very long rides, but for most people, the Mille GT will be an exceptional pair of shorts for potentially one of the best value offerings out there for cycling bib shorts.

Conclusion

The Assos Mille GTO S11 bib shorts are fantastic. It’s not that the baseline performance is standout, but rather the rate at which they continue to maintain comfort over longer rides and warmer conditions. Whereas competitors may start to deteriorate in comfort, the GTO maintain their performance level. The problem though, is that many of the features that make them so great have trickled down to the significantly cheaper Mille GT shorts, which themselves offer possibly the best value bib shorts on the market currently.

PIKIO LABS’ brand new Si helmet created quite a splash when it launched earlier this year, as a candidate for the "World’s Safest Cycling Helmet" mantle, per Virginia Tech’s independent helmet testing lab. The Si’s STAR value score of 4.61 bettered that of helmets from other manufacturers by over 2 points, a significant margin for the rating system, which typically awards scores in the 7-10 point range.

At the time of the initial product launch, the Si’s Virginia Tech STAR value had not yet been released, but upon publication, the helmet appeared at the very top of the lab’s safety ratings. The institute’s testing protocol involves a series of stringent impact tests, utilising "a drop tower designed to match helmet-to-ground characteristics in cycling." The lab "measure[s] linear acceleration and rotational velocity for each impact, which are correlated to concussion risk." These tests are very highly regarded in the industry.

For better or worse, our testing did not feature any hands-on impact testing, so we will defer to Virginia Tech’s expertise vis-à-vis crash safety.

We were able to evaluate the helmet in a variety of other ways, however. How any given helmet looks, fits, weighs, and performs in a wind tunnel is important to consider, but it's important to remember that how well it performs in the event of a crash should remain a major, if not the major feature of a bicycle helmet. In this regard, the Si appears head and shoulders above the competition.

Design and construction

The secret behind the Si’s outstanding STAR score is a technology that PIKIO calls OBLIK (pronounced ‘oblique’), which the company describes as a "modular impact management architecture" that uses "micro cavities and deflection sensitive nodes" to absorb and redirect energy from a crash. This design is intended to reduce linear and rotational forces on the head, which should translate into lower potential for injury.

That’s a lot of technical jargon, but then the design of the Si is quite unusual. The interior of the helmet has independently moving pieces, which are attached but uncoupled from the rigid external carapace. Most standard bicycle helmet designs use a hard plastic outer shell combined with an internal layer of crushable foam, forming a single unit which performs well in the event of a linear impact. Many modern helmets also employ MIPS (Multi-Directional Impact Protection System), or something similar, with an internal layer that rotates to protect against shear forces, lessening the amount of energy transferred through the helmet.

PIKIO’s system accomplishes these aims with a different approach, by creating separation between the helmet layers. In addition, each individual module (the internal helmet ribs) is able to move independently, thus allowing the helmet to dissipate force, better dispersing the energy from different types of impact. This method clearly performs very well for VT’s testing protocol, hence the excellent safety score.

The Si has 17 large ventilation channels, dual density foam, and a built-in eyewear dock. It fits heads from 51-61 cm, divided into three sizes (small, medium, and large) and is available in the following colours: Titanium Gray, White Pearl, Black Onyx, and Graphite Black.

My test helmet, a size small, weighed 254 grams, which is competitive among comparable helmets.

The Ride

The first thing I noticed when I tried on the Si was how comfortable it was. Because of the complex, layered design of the OBLIK system, each internal rib can move on its own, which allows it to contour to the shape of a person’s head. The design may have been formulated in the name of increased safety, but a welcome bonus is significantly increased comfort.

Head shapes vary a great deal, so it may not be the case for everyone, but I found the helmet to be exceptionally comfortable. The flexible interior eliminated any hotspots, and the interior of the helmet felt like it was moulded to my head.

Riding in the helmet was incident-free (no crash testing here!) and even after longer days, it remained comfortable. The eyewear holder, which consists of two rubber crows' feet on the front vents, worked as advertised, and nearly everything else performed as it should.

The multi-layered design does impact how the retention system works—the straps are attached to the outer shell as opposed to being located inside the helmet. As a result, they do not sit flush with your head, and I found that they got in the way of my sunglasses' arms. This could be refined further.

I was curious about the Si’s aerodynamic performance, as PIKIO makes the claim that the helmet "maintains aerodynamic performance comparable to leading premium road helmets." When I asked company founder Daniel Abram about this, he said that the company tested the helmet at the University of British Columbia Aerolab, using "Wind Averaged Drag (WAD), which is designed to reflect real-world riding conditions across a range of wind angles."

The Si was compared against models like the POC Cytal and Specialized Prevail 3, and, according to testing, performed comparably with "only minor differences that are not meaningful in typical riding conditions."

The testing was conducted by aerodynamicist Dr. Len Brownlie, who has worked with cycling helmet and wheel companies previously, such as Giro and Hed.

The wind tunnel testing "included multiple yaw angles (0°, 10°, 15°) and speeds ranging from 32 to 48 km/h using a cycling-position headform setup." Abram noted that during testing, it was observed that "airflow through the PIKIO vents increased at yaw angles, suggesting improved ventilation under crosswind conditions, which are common in real-world riding."

I’m somewhat surprised that the Si tested so well against more aero-focused helmets, and would love to see some independent testing confirm these results, but it’s good to remember that sometimes looking fast and actually being fast are not the same.

Aesthetically speaking, I was less enamoured with the Si. The shape is a bit bulky, somewhat round and shallow (akin to POC’s Omne series), especially compared to other modern helmets, most of which are designed primarily with aerodynamics in mind and are far narrower. For all of the tech packed into the helmet, the exterior is rather bland.

One other qualm I have is the limited colours that PIKIO has on offer. All are along the same lines: black, white and… grey. Crash performance is one important aspect of safety, but so is visibility, and this helmet is not very visible. Where are the bright colours? It would be great to see some more vibrancy in the colour palette, as well as some reflective elements added.

Specifications

• Price: $379 US
• Colours: Titanium Gray, White Pearl, Black Onyx, Graphite Black
• Weight: 254 grams, size Small (Medium: 279 grams, claimed)
• Website: pikiolabs.com
• Sizes: S, M, L

Value and Conclusion

It’s been said that you can’t put a price on safety. It would be highly unusual for someone to crash, hit their head and say, “I wish I hadn’t been wearing a helmet.” I’ve certainly heard the opposite said many times, and every time I’ve hit my head in a bicycle crash I’ve been nothing but thankful that the outcome wasn’t worse. Some may baulk at a nearly $400 price tag for a bicycle helmet, but you know what else is costly? Head injuries.

There are certainly many other helmets on the market with similar MSRPs, and none of them can compete with the Si’s safety rating, based on how it performed at Virginia Tech’s Helmet Lab. In terms of value, the Si is priced comparably to other top-end helmets on the market. PIKIO also offers a discounted replacement helmet in the event of a crash within the first year, as well as free returns, with some conditions.

Helmets may not be the most exciting product out there, but I’m glad to see there is some innovation still to be made in the name of safety. It will be interesting to see if PIKIO licenses out the OBLIQ technology to other companies or if it retains the technology for its own products. At the moment, there is nothing else out there quite like it, but I expect to see some more competition in the future, and that’s a good thing for all of us.

When it comes to eyewear, there are three filters I apply before a purchase:

1. Can I afford them?
2. Do they fit?
3. Do they look good?

Unfortunately for me, I've only had the green light on all three once in my life and as a result I'm still wearing a 10-year-old pair of Tifosi Crit sunglasses. There's nothing theoretically wrong with them; they pass the first two filter tests, but they are now decidedly dated. Like ankle socks, and short short sleeves, my sunglasses are retro, and not in a good way.

While most riders have been donning large lens eyeshields, commonplace among the best cycling sunglasses, since the early 2020s, my small face means that not only do they look more like a windscreen, but they are so ill-fitting that, unless I point my nose in the air, even the slightest road imperfection will send them crashing to the ground.

However, my decade-long streak of facial fashion faux pas has finally abated. And it's thanks to the same brand that had managed to turn all the sunglasses filters green before, Tifosi.

Construction

The 'frame' of the Vogel XC is made from Grilamid TR, a transparent polyamide known for its low density, toughness, flexibility, and good bending strength.

I say "frame," but in reality, this is just the arms and a lens hinge. The rest of the glasses have polycarbonate wraparound lenses, which, according to Tifosi, offer 100 per cent UVA/UVB protection.

The nose and ear pads are made of hydrophilic rubber, which is designed to attract a thin layer of sweat and become tackier, effectively gripping the sunglasses in place. It should also prevent pressure points, which can occur from the over-tightening of adjustable nose pieces.

This minimal design helps keep the glasses lightweight, with my matte black pair weighing just 26 grams on my scales.

The glasses measure 130mm across the temple, which is the same as the aforementioned Tifosi Crit and another incredibly old pair of 100% Speedtrap sunglasses. However, from top to bottom is another story. While the Vogel measures 50mm, the Crit measures just 45mm, while the Speedtrap model is nearly 65mm (no wonder they swallow my face). The gap across the nose pieces also plays a large part in fit, with the Vogel measuring the smallest at just 25mm at its widest, while both the Crit and Speedtrap measure at least 30mm, although the Crit does have adjustable tabs.

Performance

As I ticked off each item on my checklist, it became clear that the Tifosi Vogel XC were already standing out from the crowd.

Priced at just £54.99/ $39.95, these are firmly in my affordability camp, and are competitive with many of the best budget sunglasses. They also provide an incredibly good fit. My small face is often swallowed whole by oversized wraparound glasses, but these fitted like the proverbial glove, stayed put regardless of the terrain, and best of all, actually looked really good.

I was initially concerned that the lack of polarisation would prevent riding in low light levels or under tree canopy, but so far, so good. Thanks to it being spring in northern England, we now get daylight from 4am until nearly 10pm, so nighttime riding is yet to be tested. Tifosi do make the Rail Clarion with a photochromic lens, but they are more expensive.

I have, however, again thanks to spring in the north of England, thoroughly tested them in the rain and hail and can confirm that despite their wraparound design, I've not suffered from any lens fogging; even in the rain, the water seems to bead off, creating constantly clear optics.

Value and conclusion

I rate the Tifosi Vogel XC so much that it's genuinely hard to find fault. They are super versatile for both road and off-road riding, and the lens clarity is incredibly clear thanks to minimal frame scaffolding, with minimal hindrance. In fact, there are times when I forget I'm wearing them because they're so lightweight.

However, there is a concern that no lens swap-out/replacement is available, and, coupled with the lack of a hard carry case, I'm worried that the mirrored lens will scratch easily when not on and just in a kit bag or at home. I can commandeer a case from another pair, but sacrificing a case from another pair of glasses to protect them does jar, even though I appreciate that not including one has helped keep the cost of the glasses down.

With some brands of cycling sunglasses costing upwards of $ 300/£300, finding a pair that fits brilliantly and looks good for less than triple digits feels like I've actually won something. If this statement may seem a little too gushing for a pair of sunglasses, then you've clearly never had the struggle of trying not to look like you're a decade late to the bike ride or have just finished welding a bike frame together.

‘All bib shorts are created equal, but some are more equal than others’, to misquote George Orwell, and with their Premio Evo Bibshort Castelli aims to make the inequality greater than ever. Unashamedly premium, the shorts are Castelli’s most expensive and claim to offer the ultimate in ‘long-distance comfort, support, speed and durability’.

The Premio Evo range is concise to say the least, and consists of jersey, shorts, mitts, cap and socks, so no warm, windproof or waterproof garments. The shorts and jersey are, however, available in a women's version.

Castelli’s aim with this range isn’t, apparently, to make the fastest, lightest or most aerodynamic clothing - they have other products which cover these requirements, but instead to make the ‘best’ cycling clothing. This is an interesting take on things when so many products are pushed for their performance benefits, and clearly much more subjective.

Construction

First things first - the pad. I was a little disappointed to see that this headlining bib short uses Castelli’s Progetto X2 Air Seamless pad.

Don’t get me wrong, it’s a perfectly good pad, but it is available in shorts that cost less than half of the price of the Premio Evo, which puts an awful lot of the heavy lifting, price-wise at least, on the rest of the shorts.

The Progetto X2 Air is used in all of Castelli’s premium shorts and tights. It is composed of a seamless, bacteriostatic skin care layer with good airflow, and a multi-density, variable-thickness foam layer featuring perforated gel inserts. The outer edges of the pad are much thinner than the middle sections, with three labelled areas under the sit bones and perineum using even firmer cushioning.

So, if the cash hasn’t been spent on the pad, what is so special about the material and design of the shorts? ‘Gradient stretch woven fabric’ is the quick answer.

This means that within a single panel of fabric, the density and construction can vary without requiring a different piece of material. So, just three panels are used for the entire pair of shorts, ie. the leg panel is raw cut with rubberised yarns for grip, the thigh area has a lighter, stretchier construction to allow the muscles to move without restriction and the fabric around the pelvis has more integrity to provide compression and support for for the seat pad. The lower thigh also features light ribbing, although it isn’t clear whether that is supposed to be for aero gains or just visual interest.

The rear section is double thickness to avoid anyone’s blushes as the fabric is stretched thin over the backside. Strangely, this area has a subtle Rosso Corsa logo even though the Premio Evo doesn’t appear in the Rosso Corsa collection. Indeed, unlike the Premio Evo Jersey, the words ‘Premio Evo’ don’t appear on the shorts at all.

The feel of the fabric is best described as being like a very, very lightweight softshell, complete with slight rustle, just like the Premio Evo Jersey.

Fairly substantial bib straps are connected to a very light back piece that has perforations for breathability. The straps are 50mm wide over the shoulder, although they do narrow slightly where they join the shorts. The upper half of these bibs feels a bit anachronistic when compared to the lower half; a more modern, fully laser-cut construction, such as that found on the Santini Unico Edge Bib Shorts, would have felt more in keeping.

Branding is minimal in the extreme, with a small, tonal ‘Castelli’ on the left thigh, a tiny scorpion that will be covered by a jersey and ‘Castelli’ on the straps, which will also be under a jersey.

Black, Smoky Gray and Belgian Blue are the colour options for men, in XS to 3XL. Ladies have the same colour choices in XS to XL, although there is also a bibless version for women, too, but only in black.

The Ride

Pulling the Premio Evo Bibshort on, they felt great - the textured, rubberised hems didn’t catch or snag but felt very secure once in place, and the leg length was similar to my other favoured shorts, so no tan line mismatch issues! The stretch woven fabric felt tough, supportive and light at the same time, with a well-judged amount of give and compression.

The broad shoulder straps were comfy enough, but perhaps a touch too short on me compared to Castelli’s Espresso Bibshort, or at least, the elastic was a bit stronger (size large shorts, 186cm tall). However, the load was certainly spread across a nice, wide area. On the subject of sizing, the size Large shorts fitted exactly as I’d expected, so sizing is consistent with other Castelli shorts, as well as shorts from Santini, Sportful, Assos, and UC, among others.

100km plus rides in the recent heatwave didn’t faze the shorts, and neither did long, hilly rides in the Julian Alps and Dolomites. Indeed, no matter the temperature or exertion levels (Zoncolan anyone…?), the shorts remained the least of my worries. There was little in the way of unsightly sweat patches, and the grippers didn’t cause any irritation to my legs in the way that some silicone hems can under extreme conditions.

I have lots of experience with the Progetto X2 Air Seamless pad in everything from winter bibs to summer shorts, and although it is perhaps not my absolute favourite pad, it is reliably comfortable and worry-free. After well in excess of 10,000km wearing products that feature the Progetto X2 Air, I’d have no qualms heading straight out on a long, hard ride wearing new shorts with it in. Indeed, that is exactly what I did with the Premio Evo Bibshort, their first outing was 5 hours in the Peak District.

After quite a few wear/wash cycles, there doesn’t appear to be any wear or colour fading on the shorts, and I suspect that the stretch woven material will prove to be very tough and durable. In fact, were it not for the price, I think that these would probably make excellent gravel shorts as the fabric looks to be ideal for the rough and potential tumble of off-road riding.

Value and conclusion

If my words above seem slightly lukewarm, it’s because my every thought and consideration regarding the shorts was always tempered with the knowledge that they cost £300 / $350. That is roughly twice as much as the amount that I would consider high-end. Castelli’s own Espresso Bibshort is £175 / $200, with the same pad. So, no matter how nice the Premio Evo Bibshort is, it is a little hard to get super enthusiastic about it when the price is so high.

My conclusion, just as it was with the Premio Evo Jersey is, yes, the shorts are comfortable, interesting and innovative, but I would much rather have two pairs of £150 shorts than one £300 pair. If Castelli had used a different pad to differentiate the Premio Evos from their other shorts (and if that pad proved itself to be superb), then my answer might be different, but they didn’t.

We all want to be as comfortable as possible on the bike, but rarely, if ever, have I thought that it was the fabric of the shorts causing my discomfort. Thus, whilst the stretch woven material is unique and does work well, any slight improvement it offers over normal material is fairly minimal and doesn’t justify the triple figure jump in price, in my opinion.

However, I love that brands like Castelli make premium halo products like this that use different fabrics, technologies and construction methods. They create talking points and might end up with some of the tech trickling down to more affordable products. Furthermore, other brands such as Assos, Pas Normal Studios and SYN all have products around this price point, so clearly there is a worthwhile market for them.

I am going to give the shorts the same 4 star rating that I gave the jersey, for the same reasons; performance is great, but they don’t offer enough of a performance or comfort advantage over less expensive shorts for most of us to be able to justify the cost.

Lake shoes consistently receive high ratings in our reviews; their mix of width options, well-chosen materials, and overall comfort have always been well-received. However, these are the first we have tested that utilise laces.

The CX20R is just one of fifteen different models in the Lake Road shoe range, which covers all bases, from budget offerings to boutique, heat-mouldable kangaroo skin race shoes. I tested the MX30G gravel shoe late last year, which features a similar mesh construction but with larger microfiber panels, Boa dials and a grippy outsole. I liked them and got on well with the fit, so I was keen to see how a similar design translates to road use and what difference going back to laces made.

Construction

The laces are the first thing that caught my attention; it's been a long time since I've used a shoe that isn't closed using a Boa (or similar) dial or Velcro straps. Laces do have some inherent benefits; they are lightweight, offer more adjustment potential, and are more aerodynamic than a Boa dial. The six lace holes feature eyelets, which bodes well for longevity, and an elasticated band is built into the tongue to keep the laces secure when riding.

The upper is a mix of Clarino Microfiber and large sections of mesh, which make this one of the most breathable shoes on the market. It's a very minimal build, with the microfiber sections joining the uppers to the sole in key places to ensure there's enough support and stiffness to prevent foot roll under hard efforts. The heel cup is well-supported and utilises a combination of materials to maintain its stiffness and position on your foot.

Lake have paired this lightweight upper with its handmade CFC 3K carbon fibre sole, which is stiff, but without a stiffness rating. However, these ratings are meaningless when comparing different brands, as each has its own rating measurement range. They only come in a three-bolt fitting for Look or Shimano SPD SL cleats, so Speedplay users will need to use the four-bolt adapter supplied with their pedals. They also have a replaceable yet minimal heel section to provide you with a bit more stability when walking. I managed to avoid any café stop calamities, so it works as it should.

One of the reasons Lake shoes perform well in tests is that it offers shoes in both male and female options, three widths and even have different lasts (internal shape of the shoe) depending on their intended usage. After consulting Lake's own sizing guide, it recommends measuring the length of your foot and adding 7mm and measuring the width at its widest point. Mine measured up at 270mm long and 105mm wide, which means I'm a 44 in a regular width. The guide is very easy to use, and it made the online process much less of a worry than usual. However, you can buy Lake shoes in bike shops, where you can try them out in person if you're unsure of the sizing. The CX20R is available in nineteen sizes, with half sizes offered up to 47, so finding the right one should be easy enough.

Lake also offers ten different lasts across their complete range, and these use the CX/TX race version with a slightly narrower toe box, a tighter heel, and less overall volume than the sport version. This provides a slimmer fit and more support, with increased pressure over the foot. The wide range of sizes, widths and lasts can be daunting at first, but it is easy to navigate using Lakes' sizing guide, and means you should end up with a shoe that fits you correctly.

The ride

The MX30G shoes I previously reviewed used a similar last, which I really liked, and there was no change in this regard. Of course, shoe fit is subjective, but the reduced volume of these worked well for my slim and reasonably low-profile feet. One thing that was noticeable was how these shoes were instantly comfortable, whereas the gravel shoes required a break-in period of a few rides before they softened up.

Setting up the cleats was straightforward, and there are plenty of marks in eight directions around the three holes, which made measuring up easy.

I'm sure you are all familiar with how laces work, but I found it beneficial to be able to fine-tune the fit on the top of my foot. It did take me a few rides to get used to not being able to adjust easily on the fly, though, and setting off in a rush wasn't as easy as it would be in a dial or velcro shoe. However, if I'm honest, I didn't miss my Boas as much as I thought I would.

The CX20R’s party piece, though, is its mesh construction, which, had I tested it in 2024, I'm not sure I would have been as enthusiastic about. However, given our unseasonably warm spring and red-hot summer, these have been brilliant. My usual shoe is the Shimano S-Phyre, which is extremely stiff but has normal levels of ventilation, and the difference between the two is stark. Even at slow speeds on a climb, you are aware of airflow into the front of the shoe. Whether or not that's a good thing depends entirely on the temperature you're riding in, of course, but for those in warmer climates or those who struggle with hot feet, these could be the solution you're looking for. As it's been so warm, I've not switched my turbo trainer on in ages, but I expect these would make a great indoor training shoe too.

Without any cleat hardware, these shoes weigh 470g per pair. For reference, the DMT KR SL lace-ups weigh 500g for a pair of size 45, while the Specialized S-Works Torch Lace-ups weigh 400 g.

They are a little tighter to get on than a dial shoe, as the laces come further up the foot. However, these were easy to put on and only needed the top two eyelets loosened when first putting them on. The laces are made of cotton and do get grubby but are easily cleaned and can be replaced cheaply too.

The combination of a light upper and stiff sole gives the shoe a slightly old-school feel, reminiscent of a pair of Sidis from years past, where you can feel the upper flex and give slightly. I actually quite like this feeling, especially on longer, more relaxed rides. I feel I have a better connection to the bike and pedals than I do in super-stiff shoes with a more wraparound sole design, particularly when cornering or descending at speed. I'm sure that comes at the expense of efficiency, and if you're looking for a pure racing shoe, you would be better served elsewhere. However, I found these supremely comfortable on long rides, yet stiff and supportive enough for the occasional summer chain gang, too.

Lake uses a Syksol insole or footbed and I found these very comfortable. I prefer a mid-to-high arch design, and these fit the bill nicely. Of course, insoles are a matter of personal preference, but I had no complaints here and no need to change anything else during testing.

Value and Conclusion

At £200, they are in a relatively crowded marketplace when compared to dialled shoes, but are far cheaper than other high-end lightweight lace-ups from DMT KR SL at ($519.99 / £369.99) or the Specialized Torch SL, which sells for $350 / £300. There aren't many other lace-up variants available once you start looking, with Giro seemingly no longer producing the Empire, which was very popular for a brief period. This makes the CX20R stand out when compared to the near-endless choice of Boa-dialled shoes in this segment.

Although not expensive, my love for them has been primarily shaped by the weather, and I'm not sure I'd be quite as pleased with them in a traditional Yorkshire spring or autumn, though Lake does offer a more conventional Microfiber lace-up shoe should you not need the ventilation.

The fit works for me, and thanks to the wide range of widths and size theres a fair chance Lake make a size for you too. I think the range of sizing is a real plus point, and though the guide is simple to follow being able to try the on and buy them in an actual shop takes out a lot of the guesswork surrounding fit and comfort.

I have loved riding in these and would recommend them to anyone who rides in hot climates or struggles with heat in general. However, I'm not sure I'd be brave enough to have these as my only road shoe, especially in inclement weather.

Can the simple cycling jersey be elevated into something more? Castelli certainly thinks so, and is taking the premium jersey fight straight to Assos, SYN and PNS with the Premio Evo Jersey. As is often the case with these ‘halo’ products, their value lies not just in the product itself, but in the glow it casts over the rest of the brand - most of us look admiringly at range-topping products and then happily go off and buy the cheaper, more prosaic and dare I say, better value options.

Castelli’s Premio Evo collection is a very small range of clothing which utilises some interesting tech and fabrics. With just a bib short, mitts, cap, socks and jersey on offer, you will have to look elsewhere if you ride in cold, damp conditions, but on warm days, these are Castelli’s top offerings.

Construction

The matte black box with minimalist silver writing is certainly classier than the usual plastic bag, and probably more recyclable too. Remove the jersey, and straight away, the Premio Evo feels different to any other jersey, with a dense-but-light fabric. It feels like a very thin softshell, and this is confirmed by the Castelli website, as it states that the Premio Evo is made from ‘two separate stretch woven fabrics’ that have been created from recycled polyester.

The material is paper-thin, but with a good stretch and visible pores. It also rustles slightly. Most of the seams are stitched, but there are some bonded sections too, around the front of the neck and for instance, which adds to the jersey’s very clean aesthetic. The rear hem is elasticated, with silicone ‘Premio Evo’ grippers, although the elastic is only stitched to the jersey in a few places, presumably to avoid any unsightly ruching.

Sleeves are raw-cut with a textured (rather than silicone) gripper and ribbing on the fabric around the bicep. Castelli says that this improves fit - it certainly adds some visual interest.

Pocket-wise, it is all very normal, thankfully, with three decent-sized open pockets and a side-zipped security pocket. The open pockets have a bellows design at the bottom to add a bit more volume, and the top of each pocket is bonded, double-thickness fabric, which makes access a little easier.

Inevitably, the zip is also tonal, with a zip garage at the bottom but none at the top, although there is a short, Premio Evo-branded placket which would provide some protection from irritation.

Branding is very subtle, with a near-invisible tonal ‘Castelli’ on the chest and a small Castelli Scorpion on the middle pocket below another tonal ‘Castelli’.

Just three colours are available for men, Light Black/Black, Vortex Gray and the Deep Bordeaux of the test jersey, whilst women switch the Deep Bordeaux for Deep Purple. Men’s sizing runs XS to XXL, and women’s sizing is XS to XL.

The ride

The stretch-woven feel of the Premio Evo is unique in cycling jerseys, I think - the material sounds like an outer layer, yet the weight and skin-tight fit is very definitely that of a jersey. The fabric was also a little bit clingy, so there was a bit of rearrangement required after zipping it up, mainly around the shoulders and arms; however, once in place, this meant that it didn’t move about much. The smooth nature of the material also made it great when worn under a gilet, windproof or waterproof, as it allowed the outer layer to move easily over the jersey rather than dragging or snagging and feeling restrictive.

In practical terms, there was no drama really. The fit of the medium was exactly as I’d expect from Castelli - close but not restrictive. The collar was low-cut and modern, whilst body and sleeve length were perfect and the pockets sat in exactly the right place. The slightly stiffened pocket tops enabled easier access on the move and the bellows gave decent volume for the usual ride accoutrements. The stretch-woven material also did a great job of holding the pockets and their contents securely and in place whilst riding. Thankfully, there was also a decent-sized security pocket.

Despite the dense feel of the fabric, breathability was good - I wore the jersey during a UK heatwave when thermometers topped 30°C with high humidity and on a European cycling trip with drier heat. In both circumstances, I didn’t give the jersey, its breathability or moisture management a second thought, which is as it should be - it just got on with the job. Castelli gives the Premio Evo a temperature rating of 18°C - 35°C, the same as their Espresso Jersey.

Unfortunately, whilst poring over the jersey for this article, I noticed that some stitching on the right shoulder had come undone, leaving a small hole. After just a few months of wear, this is clearly not ideal, doubly so given the cash involved.

Value and conclusion

You just know that with the words ‘Premio’ and ‘Evo’ in the name, it’s going to be expensive, and so it is, matching or exceeding the cost of the priciest jerseys from Assos, Maap, SYN and Pas Normal Studios.

Given that it is still essentially just a short-sleeved cycling jersey and yet costs £215 / $300 of course, it isn’t good value. If that’s your budget, then the vast majority of us would be better off buying two or three less expensive jerseys instead, but it is nice to wear, and there is no denying that there is a strong market for premium products. Expensive bikes and cycling kit always polarise opinion between those who scoff at anyone willing to pay the cash and those keen to pay for the exclusivity. I am very glad that companies such as Castelli make interesting halo products like the Premio Evo Jersey, even if most of us can’t justify buying them.

Rating this product is very tricky - it’s nice, innovative and different, but in the barest terms, it doesn’t add much in the way of performance, and it is rather expensive (even leaving aside the stitching hole). I’ll give it a nominal 4 stars, but if you fancy trying something a bit outside of the norm and can stomach the price, then give it a go. Me? On balance, I think I'll stick to the Espresso Jersey.

As I’m sure most of you know, the rule of thumb for brands making a gravel riding jersey seems to be to make it more relaxed and add in some merino wool. Where bib shorts are concerned, gravelisation usually involves the simple addition of a couple of thigh pockets to a pair of Lycra shorts.

Fortunately, the Adventure Cargo Bib Shorts from WorldTour sponsors Q36.5 have rather more to offer than just a bit of thigh storage. The shorts are based on their premium road-going Gregarius Pro Bib Shorts, but this is no bad thing, as these already utilise some interesting tech and fabrics, so they should be a great starting point for some premium gravel bib shorts.

Construction

At the business end of the Adventure Cargo Bib Shorts is a Q Lab Air Chamois. At first glance, this looks a little bit basic, but dig a little deeper and its secrets are revealed.

A large, soft layer sits against the skin, extending both sideways and forwards, underneath which sits a multi-layer pad. This comprises a ‘sliding-effect reduction microfibre’ layer, ‘shock-absorbing high-density foam’ and ‘high-density open cell foam’ for moisture management. The layers aren’t all bonded together, allowing movement between them as you pedal or shift about in the saddle; in particular, the skin-contact layer is actually quite loose to reduce friction against the skin. The padding does feel quite thin compared with some pads, though.

The rear panel of the shorts, as well as the panel that sits underneath the chamois, are both stretch-woven, rather than Lycra, which should greatly improve durability. Q36.5 claims that it also offers lumbar support for enhanced stability and power.

The two thigh pockets, de rigueur on gravel shorts, are 19cm deep with a turned-over inside lip for added security. There is also a small, angled pocket just below the strap attachment on the rear; this is not particularly easy to access and is perhaps a hangover from the Gregarius Pro Bib Shorts, intended for a race radio.

The straps themselves are quite wide and robust with Q36.5 branding.

It’s also worth mentioning that Q36.5 have a big commitment to sustainability. All the materials used in the shorts are recycled, and Q36.5 says that their RaceWear is all ‘exclusively sourced, developed and manufactured with Italian fabrics and hand-crafted within a 350 km radius from [their] Bolzano headquarters in Italy’. They also state that all the components of the shorts are proprietary rather than simply picked off a fabric or seat pad manufacturer’s shelves.

The ride

I confess that after opening the smart white box, I was a little dismayed at the feel of the seat pad. It felt a bit thinner and a bit more ‘basic’ than I’m used to, and I wasn’t convinced that it would suit me for long, bumpy gravel rides. However, a couple of 30+km test rides reassured me that it was at least OK, and so I jumped in at the deep end and took the Adventure Cargo Bib Shorts as my only pair of shorts for a two day, 260km ride around the Yorkshire Wolds.

My backside and I are happy to report that the Q Lab Air Chamois worked very well. Admittedly, I switched the saddle on the Standert Pfadfinder to one of my own, favourite saddles, and the ride was more lanes than trails, but even so, I spent well over 14 hours on the bike with no discomfort.

The fit of the size large shorts was just right, and similar to larges from Castelli, Assos and Santini, whilst the bib straps were just the right length to hold everything in place without being uncomfortable when standing upright. I guess it would have been nice for the straps to be a little lighter and more obviously breathable, but I have no actual complaints about them at all.

I’m never really sure how to judge a short’s compression qualities, but the Adventure Cargo Bib Shorts felt very good, with a nice weight of elasticity - enough to feel well contained but not enough to be restrictive or to be constantly aware of. I’m not sure that I can say whether my lumbar felt more or less supported than with other shorts that I’ve worn, but I do know that what Q36.5 is calling the lumbar area is one which seems to wear out quickly in other shorts, leaving riders on your wheel with an interesting view. By the feel of the stretch-woven fabric in this area (and under the seat pad), I don’t think that this will be an issue with these shorts, as the material feels very durable.

I haven’t used the race radio pocket, but the two thigh pockets were deep and secure - perfect for keeping my phone in between photos (although I’d be wary riding off-road with it there), or ensuring that snacks were within easy reach. Thanks to the nature of the pocket design, they stayed very flat against the thigh when not in use, so the shorts wouldn’t feel out of place on a road ride.

My only real criticism relates to the leg length and hems. Q36.5 hasn’t used any silicone gripper material, instead relying on textured fabric around the bottom of the leg. This worked well when the shorts were fresh on, with the length being broadly similar to other shorts. However, as each ride progressed and I got sweatier and/or the shorts got a little bit stretched, the hem began to drift up my thigh until by the end of the first day in the Yorkshire Wolds, they were 2cm higher than where they started. Not a really big deal, and maybe a non-issue for those with bigger leg muscles, shorter femurs or less tan-line vanity than me, but I did find it a bit annoying.

Value and conclusion

Hmmm. Tricky one. £220 is more than I would generally consider paying for shorts, but the Adventure Cargo Bib Shorts offer more than your average shorts. Pockets, interesting use of different fabrics and generally high-quality construction all add up to a worthwhile package. Add in their probable longevity (thanks to the durable fabric used on the bum), and I might be persuaded that they are not an unreasonable price. Or at least, I might be if they didn’t slowly work their way up my thigh over the course of a ride!

Are they £90 better than the Rab Cinder Cargo Bib Shorts, for instance? Maybe not, but they are better cut and use more targeted fabrics; cost notwithstanding, I would pick the Q36.5s over the Rabs every time.

All of which is to say that the Adventure Cargo Bib Shorts are a bit pricey, but they are also very good.

Most riders are familiar with the Swiss clothing brand Assos, whether as their go-to cycling apparel or something to aspire to. Assos used to be head-and-shoulders more expensive than almost every other brand, but these days there are plenty of other manufacturers asking just as much, if not more, for their clothing. In fact, the new endurance-biased Mille GT products from Assos are very reasonably priced indeed.

The line between racing clothing and endurance clothing can be tricky to spot at the best of times, and you could probably lay the blame squarely at marketing departments as much as anything, but apparently, as part of their endurance series, the Assos Mille GT Jersey S11 Evo majors on all-day comfort rather than aerodynamics or muscle compression.

Construction

AirCell, the main body fabric, is so light that Assos recommends the use of sunscreen underneath the jersey, and the open hexagon pattern certainly looks like it should offer plenty of breathability. There is a new material used for the raw-cut sleeves called Eclipse, which is super light but does offer SPF 50 protection, so the jersey could lead to some interesting tan lines unless you are careful!

The collar is a little higher than seems to be the modern race style, although, conversely, the sleeves are shorter. The contrast-coloured zip has a guard at the bottom to protect the shorts from snagging, but there is no garage at the top to prevent neck irritation, all fastened with a chunky Assos logo zip pull.

An elastic silicone gripper keeps the rear hem in place, whilst the front hem is bonded rather than sewn for a very clean and classy finish. The pockets on all colourways are black and use Assos’ Triple Ramp design, intended to make access slightly easier, with internal flaps to help keep the contents secure. Disappointingly, especially for an all-day, non-race jersey, there is no zipped pocket. This seems like a major oversight on an endurance product, as the intended users are not likely to have a team car following them round with their valuables, and we all need to carry keys, cards or cash on rides.

The Mille GT jersey S11 Evo is available in seven block colours and sizes XS to 3XL for men and six colours for women, in 2XS to 2XL.

The ride

The Mille GT Jersey S11 Evo is built on the regularFit shape rather than the racingFit of the Equipe Series products. Don’t, however, think that this translates as baggy - the Mille GT is as close-fitting as I’d expect any medium-sized jersey to be on me. Where the difference to the racingFit manifests itself more is in the sleeve length and collar height; the sleeves are at least a couple of centimetres shorter than I’m used to, and the collar is a little higher than race-orientated jerseys tend to be. There is also no sign of any aero-optimised fabrics.

The AirCell fabric is certainly rather light - I could actually read my computer screen through it, and it proved to be plenty breathable enough for warm Canarian climbs on a winter sun trip. It was also pretty quick-drying, which isn’t always the case with jersey fabrics, so any sweat that was generated didn’t hang around too long. The Eclipse material used for the sleeves was also very light but denser than the AirCell, and stayed in place well without rucking up.

It’s a personal opinion, but I’m not a huge fan of the pockets being black - I’d prefer a more homogenous look to the jersey, but the dark material is more robust than the main fabric (or in Assos speak - Stabilizer V11 Back Panel). This helps keep the pocket contents stable and reduces the risk of damaging them when stuffed to bursting point.

I get the idea behind the internal flaps in the pockets; they might work to secure a phone or a gilet a bit better, but they are no real help in keeping other valuables safe. The lack of a zipped pocket seems very odd to me.

Having had a couple of pairs of shorts and longs damaged a bit by rough jersey and jacket zips, the small protector at the bottom of the zip was a welcome sight, and although there wasn’t a garage or similar protector at the top, I can’t say that I missed it. The front of the jersey is reasonably low, so it doesn’t come into contact with the neck anyway, with the collar sculpted down at this point.

Value and conclusion

Other than the subjective aesthetics of the black pockets and slightly sawn-off sleeves, the Mille GT Jersey S11 Evo is a fine jersey. As you’d expect from Assos, the finish and feel are excellent, and the selected fabrics perform very well in warm temperatures. The fit, on me anyway, was great and certainly didn’t feel particularly like a lesser jersey to the raceSeries.

Of course, I am a bit upset about the lack of a security pocket, but on the other hand, this jersey is only £115 / $170, which feels very reasonable indeed when Assos and plenty of other brands will happily relieve you of well over £200 / $250 for some jerseys. Partner it with the matching Mille GT Bib Shorts S11, and you have a great-looking, very comfortable, high-quality riding outfit for less than £250 - not peanuts, but good value nonetheless.

The Sidi Shot 3 represent Sidi’s brand new halo offering, sitting right at the top of the brand’s range of road shoes and are raced in by the likes of Isaac del Toro.

Construction

The basic template of the shoe remains similar to the Shot 2S, with a carbon fibre sole, a microfibre upper, and two dials on the top of the shoe on the tongue. But that is where the similarities end.

The redesigned upper is now a monocoque upper with no seams and an internal net structure to provide a far stiffer upper system than before. It still features plenty of perforations for breathability. The only separate part of the upper is the tongue, as would be expected. That tongue also features a Velcro section on the external side to better sit in place.

Another brand new feature are the dials, now the NUUN 001C made from aluminium rather than plastic. They still flip up for tightening, and there is still a release catch on the top of the top dial and base of the lower dial. Central positioning has been maintained for better aerodynamics as well as reducing the contact risk in a bunch or a crash. Remember MVDP ripping a dial off his shoes on his way to winning the World Title?

On the heel the adjustment system has been heavily updated. No longer are tool required, simply pinch in and tighten. It is also removable for those that deem it unnecessary and want to remove some weight.

Meanwhile the sole of the shoe now extends the carbon up the heel to create a stiffer heel cup. This is part of the new DUO-FIT carbon chassis. This combines the R1FC carbon sole with the heel cup, while the Nexus Bridge section of the sole, which is the thicker and narrower section in the centre, helps boost stiffness and reduce weight. A stiffness index of 12 is given, the highest of any Sidi shoes.

Cleat bolting is a 3-bolt pattern, with a more rearwards setup possible than the Sidi Shot 2. This is part of the new Millenium fit, first introduced on the Ergo 6 model. This widens the toe box significantly while also increasing the volume of the shoe to better accommodate a range of foot shapes and bring the last into the modern era. Sidi also maintains the ability to replace many of the parts such as heel retention, dials, and heel pads. There is also the same memory foam insole from the Ergo 6.

At present there are three colour options, and sizes from 38-48, with half sizes available up to 46.5. Weight for a size 45 shoe is 283g (566g for the pair).

Performance

I’ve reviewed the Sidi Shot 2S, and my overriding impression of that shoe was that unfortunately it just lacked the total system stiffness, and the shape of the shoe really didn’t suit my foot and therefore to maintain some level of comfort I could not tighten it down properly. It was also surprisingly heavy for a £400+ performance shoe.

The Sidi Shot 3 however addresses many of those issues impressively well. First and foremost, the new Millenium fit is far superior to the old Sidi race fit. I praised the Sidi Ergo 6 for this new last, which includes a wider toe box, less curved foot shape, and higher volume offering. It is far more suitable for a range of foot sizes and shapes and means the Shot 3 genuinely do fit my feet whereas before they just didn’t.

I’m still not a massive fan of the insole, which offers no arch support, but that is because I have a higher arch so need something bespoke or adjustable like QUOC or Shimano offer. If you have flatter feet, the Sidi one will serve you well.

The length of the shoe does not feel as roomy as the Ergo 6. Especially under hard efforts, there felt to be a bit of my toes ramming against the front of the shoe. In fairness, this is again more likely a personal fit and geometry issue, but it does appear ‘smaller’ inside than the same size of Sidi Ergo 6 shoe. As with any shoe, I would recommend trying on carpeted floors before committing to cleat fitting and the outdoors to ensure the size is correct.

I was impressed by the new sole chassis system. Having the sole extend up the heel as a support cup gives a very planted and locked in sensation, which I am a fan of. The previous Shot 2S frame was stiff, but it never felt as connected, you had your foot on-top of the sole rather than planted into it. A big part of this greater connection is the inclusion of the new dials. Far more rugged and sturdy than the old version, they offer the same one-way adjustment but the 'hold to release system' works well to remove your foot or adjust enough to give some more room.

The better fit, stronger dials, and stiff platform together make for a greatly enhanced system stiffness. I can use this shoe for maximal efforts now and races whereas the Shot 2S just did not allow this level of stiffness overall. I have though experienced the dials giving way slightly during fairly ragged sprint efforts. I don’t feel confident knocking out 1300w efforts in these shoes, but below that 4-figure watt range there were no issues.

Another area of improvement, for the most part, is the upper. I like just how cushioned and supportive it is. This results in it being very comfortable for longer rides, as well as having some give when your feet warm up and expand slightly. The perforations help to regulate temperature, while the microfibre material is very easily wiped clean.

One element I am not so keen on is the rear clamp system. Personally, I find it superfluous. I have fairly narrow ankles, but I didn’t need it adjusted at all. It is removable, but that isn’t obviously apparent. I found as I loosened a shoe to remove the shoe, pushing on the heel could dislodge the system. Personally, I think it would be better off without this similar to the Ergo 6. But this is subjective and there may be riders who would benefit from this additional ankle support. I find the extended chassis and sole does a good job at this by itself.

Value

With updated features and technology, comes an updated price. £449 is the cost of the Sidi Shot 3, up there with the likes of the Specialized Ares 2 (£479), Giro Imperial II (£399.99), and Fizik Vega (£400). It’s still somewhat below the new ‘Super Halo’ offerings such as the Nimbl Ultimate Glide, Q36.5 Unique Pro, and Specialized S-Works Remco, all at ~£550. But it is a far heftier price than the likes of the Specialized S-Works Torch and Shimano S-Phyre RC903 which are both £350.

The issue still for the Sidi Shot 3 as a performance road shoe is the weight. The previous Shot 2S were chunky at 651g for a pair, but 566g is still significantly heavier than the QUOC M3 Air, Shimano S-Phyre RC903, or any other shoe around this price tag. I will vouch that the Sidi are potentially more comfortable from a cushioning perspective for longer days in the saddle, and do have a certain premium feel around them that others struggle to match. No loose threads or stitching in sight! But for a performance road shoe it is hard to justify opting for these over many other options that arguably offer better value for money.

Conclusion

The Sidi Shot 3 are a vast improvement over the Shot 2S. The new last, the upper materials, dials, and the sleek design are all a vast departure from Sidi of old, but propel these shoes and the range into a more sleek and modern aesthetic and functionality.

Everything about these shoes exceeds the previous model, and these are stiffer, more comfortable, and lighter. The problem however, is that there are plenty of shoes that match the performance for a significantly lower cost. These are not great value, but if you want a pair expertly crafted premium Italian cycling shoes, they are very good. If you want performance paired with value, look elsewhere.

Assos is one of the best-known premium cycling brands. The Swiss manufacturer is renowned for its excellent products, technical fabrics and sometimes eye-watering prices.

Very broadly, their range is split into two, with Equipe products designed for racing and maximum speed, whilst the Mille (Uma for women) clothing concentrates more on long-distance comfort.

It’s fair to say that I used to be a huge fan of Assos cycling shorts. The annual trip to Mallorca always involved a ride to the Assos outlet shop in Alcudia to buy up more discounted S5 shorts (the ones with the turquoise pad), and at one point, I owned more than 10 pairs. When they finally got replaced with the S7 shorts, I tried them, but the leg length for them and subsequent iterations never seemed quite long enough. As these S11 shorts claim to have been extended in the leg department, I had high hopes that they would hit the spot once more.

Construction

Sometimes it can be a bit of a struggle finding technical details for a product, with scant information available about the fabrics or designs (Van Rysel, for example). Not so with Assos. It sometimes seems as if almost every stitch, panel and material has its own trademarked name and spec sheet. Still, behind the marketing blurb, there is usually some sound thinking and worthwhile benefits for the rider, so bear with me.

The pad (or GT S11 Insert, as Assos calls it) uses the ‘goldenGate’ design, which means that the pad is only attached to the shorts at the front and rear. This leaves the central section free to float and move more with the body rather than the bum moving on the pad, causing friction.

Snappily titled the Shock-Absord Damping Mono 12, the pad itself is on the thicker side at 12mm, as befits the shorts’ endurance aspirations, with foam cushioning that includes a 3-layer, perforated 3D Waffle for improved breathability. The front part of the pad (forward of the section that is sat on) is made from a very soft fabric for comfort without bulk, called Sundeck Tec by Assos.

Externally, the most obvious feature of the Mille GT Bib Shorts S11 (especially on this colour) is the rollBar. This has been used on their Equipe Racing Series shorts before, but what it does is extend the rear straps down to attach to the panel that contains the pad, as well as the upper hem of the shorts. Assos says that this adds stability to the pad and prevents it from moving when transitioning between riding in and out of the saddle.

New for the Mille GT Bib Shorts is the QUARTZ fabric used throughout. It’s a warp knit that is light and breathable, as well as offering permanent odourControl. 80% of the material is made from pre-consumer recycled polyamide.

Unusually for a premium modern short, the lower hems aren’t raw-cut, but are made using PILtec Plug-in as a separate band around the legs. This has a number of silicone micro dots for grip.

Men's shorts are available in XS to 3XL with Burgundy Red, Moss Green, Wild Brown and blackSeries as the colour choices. Women’s sizes are XS to 2XL in the same colours.

The ride

Northern England in February is not the ideal test bed for cycling shorts, but as the launch of the new Mille GT Bib Shorts S11 and jersey coincided with a winter sun trip to the Canary Islands, I was able to get a good few miles in without suffering frostbite.

Heading out for a 100km ride in brand new shorts is not always a great idea, but if there is one thing that Assos always seems to consistently nail, it's the pad, so I had full confidence that the S11 insert would be comfy, and I wasn’t wrong. Hundreds of kilometres (and a good few washing cycles) later, and the pad is still great, and my previous experience with Assos suggests that it will last many years.

I can’t quantify the difference the rollBar straps make to the pad's comfort, but the design logic is sound, and they spread the load and reduce strain on the rear panel. It does look a bit odd, though, with the straps poking out from beneath the jersey.

The straps themselves are in a simple A-frame, crossing at the back, although the strap construction is quite interesting - at the crossover point, the elastic changes, with the section over the shoulders and down the front offering considerably more stretch than the rear part. This adds stability to the rear of the shorts but allows for fewer restrictions when standing upright. It’s details like this that set Assos apart from other brands

As part of the shorts’ endurance-based design, the waistband at the front is noticeably looser than that on many shorts. This is great for less contorted pee stops and accommodating large Spanish lunches, but less useful for keeping everything in check for photos. The quick-drying QUARTZ fabric proved itself nicely breathable and pleasant to wear, and Assos promises that the black colour option won’t fade.

Initially, I thought that the new, increased leg length was perfect, but I did notice that over the course of a ride, the legs rode up a little, and for me, another centimetre or so in length wouldn’t have gone amiss - for example, the Castelli Espresso shorts are a better length for me. Some other shorts in the Assos range are offered in a long version, but not the Mille GT Bib Shorts. Overall, though, my usual size large was the correct size for me.

The PILtec Plug-in, or hem with grippers to you and me, was comfy and didn’t irritate my skin even after wearing them all day, but it did feel a little retro to look down and see a separate hem piece rather than a raw-cut edge.

Value and conclusion

The Mille GT range is made for long days in the saddle, and there is no doubt that they worked very well in this respect. As ever, the best compliment that I can pay to a pair of shorts is that I barely thought about them whilst riding. No adjustment, no rearranging, no niggling or irritation and no reaching for my emergency sachet of chamois cream.

The very pleasant surprise is that the Mille GT Bib Shorts S11 are ‘only’ £135 and are Assos’ cheapest bibs (and the matching Mille GT Jersey S11 Evo is their least expensive top). Now, this is still a reasonable amount to pay, but it is pretty much mid-range for good shorts, and for Assos, it can almost be called a bargain.

Whilst I personally would have liked an even longer leg length and maybe a slightly more compressive waistband, there will be many riders who prefer this new set-up, so I won’t knock any stars off for something so subjective.

Therefore, given the comfort, execution and reasonable price, the Mille GT Bib Shorts S11 get 5 stars.

Pas Normal Studios (PNS) is a brand synonymous with premium style in cycling. But more recently it has upped the functionality to match the style. The Mechanism Long Sleeve Jersey may appear unassuming, using single fabric types rather than mixed panels of different materials, but it is an impressive performer across a range of conditions, with high levels of comfort for long days in the saddle.

Construction

PNS gives this jersey a useable temperature range of 0-20˚C, impressively broad. Breathability is rated a 4/6, while insulation a 3/6. Wind and water protection both get a 2/6.

The majority of the jersey makes use of a light fleece lining. It’s incredibly soft, and due to the thinness, incredibly breathable. This is intentional to improve moisture dissipation, something that brands like Castelli have put a great focus on with the AirCore technology implemented into its AW25 range and beyond. The only change of material is at the base of the pockets, where a mesh-like material is used so as to avoid excessive heat buildup of two layers of fabric and pocket contents.

PNS refers to it as a ‘Bacteriostatic and hydrophilic garment’, essentially meaning it is better at moisture transfer, at the expense of weather proofing, and should avoid build-up of sweat smells over time. Internally it’s a shame that flat-lock seams have not been used, but in reality this will often be worn with a base layer so this hasn't had a noticeable effect. The collar and cuffs use a folded over layer of fabric for a soft and rugged construction that shouldn't fray over time.

For added longevity, a zip guard is present at the top and the bottom of the zip. This should stop the materials from rubbing and pilling any shorts or tights that you wear. At the rear, the standard three cargo pockets are present, with a zip-up valuables pocket as well. This is situated internally to the cargo pocket, rather than the usual external placement.

The jersey has a race fit, but the pockets are not so high as the old Mechanism fit, or the Mechanism Pro fits. Colour wise, as standard there are ten options, as well as this TKO special edition and several other ‘Series’ specials.

Performance

Over the course of what has been a rather poor UK winter with regards to the weather, and a brief flourish of warm spring temperatures in March, the PNS Mechanism LS jersey has had to deal with a wide range of conditions; I've worn it on 6-8˚C winter rides as well as uncharacteristically sunny days where it got up to 18˚C . Layering beneath has varied, but the PNS Mech jersey has remained the consistent first defense against the elements.

The jersey manages an impressive balance of insulation with the lightly brushed fleece interior, combined with a very high level of moisture wicking for temperature regulation. The only area that this moisture wicking becomes an issue is in wet weather, but it has not been designed for that. This is a jersey made to keep you warm in cool conditions without a buildup of sweat when putting the watts down.

Most impressively it was rather comfortable up to 18˚C. I generate a lot of heat, so generally I would find that weather too warm for long sleeves. However, even with the majority of the jersey featuring the lightweight brushed fleece interior, it did not get too warm. The mesh used at the base of the rear does help dissipate heat surprisingly well, especially being around the pockets. But the main material is great at wicking away sweat.

The zip guards top and bottom are useful for reducing irritation around the neck and from rubbing the tights, but they can make zipping up or down awkward as they catch. The pockets meanwhile are situated lower than the previous Mechanism fit, which is a godsend for me with a long torso that certainly didn’t suit that prior fit. The pockets are more race sized, but can still accommodate plenty of food, spares, and tools. My only gripe with them is that the valuables pocket sits internally, so things like keys will get pressed into your back if the main pocket is full.

Some areas are not quite as refined. For example, the sleeves are folded over in design rather than raw cut, and the seams internally are not flat-lock. However, the seams don’t leave skin impressions, even with the race fit, and the sleeves are comfortable and not subject to fraying. I also really like the design of this jersey, as along with the standard colours there are plenty of special edition offerings like this. It does however lack reflective detailing given that it is appropriate for more winter use.

Value

£190 / $250 for a long-sleeve jersey is not great value. The TKO and PAS specials also hold a premium over the standard price so this is £205 for a long sleeve jersey. Given the lack of specific weather proofing this is a rather steep price. It certainly works well and had a broad operating temperature, but that is still expensive for what it is. It’s not far off the Maap LS Thermal jersey at £180 / $210, but several offerings undercut it substantially.

The Assos Equipe R Spring/Fall S11 jersey for example is £175 / $235 but features a host of different panels and technical features, while the Rapha Pro Team Midweight jersey is £165 / $260 for something that is functionally very similar.

I can’t lie though, there is a part of me that just likes the jersey for the way it looks and the brand. That doesn’t make it good value, in the same way a Gucci bag isn’t good value. But for some people, the price is justified by the brand and style. It does perform very well at what it sets out to do though, so it is not a case of style over substance.

Conclusion

The Pas Normal Studios Mechanism LS Jersey is a great balance of both style and substance. It’s impressively breathable in high teen Celsius temperature figures, but adept in the colder weather conditions as long as it stays dry. The lightweight brushed fleece helps here with great moisture wicking, while a breathable rear strip helps excess heat escape.

It’s not quite as refined in some elements, but the functionality is not impacted in the slightest. It certainly holds a premium price and isn’t the best value, but I like the style personally and people won’t be disappointed with the performance.

Based in New England, Velocio has been around since 2013, making a name for itself for high-quality yet subtle and modern-looking products for road, gravel and mountain biking. Velocio is also part of the 1% for the Planet partnership and so donates 1% of annual sales to designated environmental groups.

Much of their extensive clothing collection occupies a kind of mid-ground between road race and gravel adventure; products that could stand up to a week-long off-road epic but also wouldn’t look out of place on the weekly chaingang.

The Luxe Merino jersey is just such a piece.

Construction

Unsurprisingly, the Luxe Merino Jersey is made mainly from wool. Or at least 71% of it is to be exact, coupled with 18% Polyamide for durability and 11% Elastane for fit. The rear of the jersey uses a lighter, more open weave compared with the heavier-weight main body and sleeve material.

Inside the three rear pockets is a smooth synthetic liner to help them retain structure, and also to aid insertion and removal of gubbins. Cleverley, there is a silicone gripper hidden under the inside lip of each pocket, which helps to prevent items from getting ejected, but doesn’t grab at them on the way in. The silicone gripper around the bottom hem is similarly sticky to keep the jersey from riding up or moving around.

A simple but neat touch is that the scratchy care label is attached to the inside of the jersey by a small tab of soft cloth, so that when you cut the label out (as you need to do with most garments), the stub that remains won’t irritate at all.

The tonal zip has a full-length placket behind it, handy for hirsute riders who don’t relish getting their chest hairs caught, and garages top and bottom too. The collar also drops down low at the front to avoid irritation. A reflective tab on the rear and a couple of reflective logos add a tiny amount of extra visibility, but are more for style than safety.

Six colours are available for men in XS to XXXXL and six for women, in XXS to XXL.

The ride

The Velocio Luxe Merino Jersey is quite minimalist, in a very black kind of way.

Paired with the equally black Luxe Bib shorts, I was barely able to contain my overwhelming desire to perform a badly executed New Zealand Haka every time I put the kit on and looked in a mirror. Five other colours are available, though.

Aside from that, the other immediately obvious feature was that the sleeves are remarkably long. Longer than any other jersey I’ve worn, sitting right in the crook of my elbow. Not an issue, and great for sun protection, warmth and pairing with arm warmers without leaving that unsightly gap when the warmers inevitably migrate downwards.

Aesthetically, the merino lacks the chic raciness of more Lycra-based materials, which might be a good or a bad thing depending on your personal style, and it certainly fits with Velocio’s adventure bias. Fit was pretty much bang on for a size medium, and the soft, stretchy fabric was quite forgiving in terms of cut.

Unsurprisingly, the lightweight merino fabric was still warmer than any other short-sleeved jersey that I’ve come across, and again, this can be viewed both positively and negatively.

It wasn’t entirely ideal for long climbs in Gran Canaria with the temperature in the high twenties (although it coped pretty well), but it was perfect for cool spring rides in the UK - the kind where you start off wearing a gilet or windproof jacket and a pair of arm warmers but slowly disrobe as the ride warms up. The Luxe’s greater insulating properties make it ideal for use as a mid-layer in these circumstances, as it was much warmer than a normal jersey, yet also worked well on its own later in the ride - great for those mid-teens temperatures that always confuse me in terms of what to wear.

I was reasonably impressed with its moisture management - so often the downfall of wool fabrics - with just some dampness around the back of the neck after particularly sweaty efforts. The lighter mesh panel on the back seemed to do a great job of allowing moisture to escape.

The pockets were a good size and depth, and were easy to reach, even with my poor shoulder flexibility.

Value and conclusion

I usually eschew merino as activewear for running or riding; the fabric might be warm when damp, but it stays damp far longer than is comfortable in my experience. However, the Luxe jersey was better than I expected in those terms.

Fit, construction and features were all very good, assuming you are OK with the sleeve length, and it was certainly a comfortable jersey to wear on and off road. Only time will tell whether it succumbs to the loss of shape that can plague wool products, especially if washed as frequently as a cycling jersey should be, but so far, it still looks good.

The other Achilles heel of merino clothing is that the cost is usually higher than synthetic equivalents, but the Luxe doesn’t fare too badly here either. Its retail price in the is £151 / $209, which, whilst hardly bargain basement, is ballpark for a premium brand even without the added sheep tax. However, if you don’t need/want the merino wool element, then there are far less expensive options available.

It certainly makes a handy addition to your wardrobe for the shoulder season days that aren’t quite as warm as you’d like, and it is more adaptable than a long-sleeved jersey like the Pedaled Element, whilst fulfilling a similar purpose when paired with arm warmers. Experience also suggests that it would be great on a multi-day trip, making good use of merino’s natural anti-odour properties to prevent social pariah status by day three.

If you fancy a sleek, fast-feeling race jersey, perhaps look elsewhere - to Velocio’s Concept collection maybe, but if you want a short-sleeved jersey with more warmth and subtlety, then the Luxe is well worth considering.

The Rapha Pro Team Lightweight Wind Jacket II lives up to the Pro Team name with a race-focussed cut designed to keep the flapping of the jacket to a minimum.

Construction

It utilises a mix of fabric zones to provide quality windproofing as well as stretch for a comfortable yet close race fit. It is nice to see a large proportion of the nylon used in the production comes from recycled fibres.

There's a two-way zip for enhanced temperature regulation as well providing easier access to any jersey pockets under the jacket. Reflective detailing is also present on the left sleeve (EU and US buyers benefit most here), lower front, and across the middle of the lower back.

Sizes are XS to XXL, while there are five colours available for SS26.

Performance

I've been impressed by the jacket across a range of temperatures and conditions. Personally I struggle with a lot of post-PFAS waterproofs as I generate a lot of heat, and the lack of breathability means I soak from the inside out even in the rain. I personally prefer the wind proofing performance of a layer such as the Pro Team Lightweight Wind Jacket at the expense of waterproofing. I find I am able to keep a consistent temperature as I don’t get cold. Windchill is what generally results in water dampness making you colder. And this jacket is exceptionally good against wind chill.

I’ve been using this in 10˚-15˚C weather, with plenty of wind and rain. In those milder temperatures it breathes brilliantly meaning that you don’t boil in the bag. Meanwhile in cooler, wet conditions, the wind proofing is great and stops you cooling down.

I also am a huge fan of the race fit. It’s a bit on the short side in both body and sleeve lengths, so some jersey hem is often visible at the base of the jacket, but it’s not too bad. The big bonus is the lack of flapping and billowing around the waist and the shoulders. I can’t stand the sound of flapping when riding, and given this has been designed to focus on being a windproof layer for mountain descents, lack of billowing is a big plus in my books. It also helps aero performance, very on brand with the Pro Team range.

I like a wind jacket that can be stuffed very small, occupying half a pocket with some food in there too or tools. The Rapha Lightweight Wind Jacket does just that. I can pack it into a cargo short pocket, a half full jersey pocket, or into a top-tube bag with relative ease. This means that this has become my go-to layer to take with me on most rides; early starts on a warm day where there is fog and a bit of chill in the air is another ideal scenario for this jacket.

I am glad to see a two-way zip. It’s aids access to pockets under the jacket, and helps with temperature regulation. The zip locks well, and is easy to operate. With heavier winter gloves on it’s a bit small to grab, but otherwise it’s very good.

I like the colour range on offer. I’d have preferred the white option rather than this dark navy for visibility’s sake, but it’s a smart look that goes with most kit choices. There is also decent reflective detailing on the back and upper arms. Less so on the front, but Pro Team means they expect you to be hunched over in a race position. The arm reflective logos are at least visible from the front.

Value

There is of course one element where this jacket perhaps suffers a bit, and that is relative cost. I do appreciate that there is a good ratio of recycled materials in this jacket, but at £175 / $235, it is still quite a lot for a wind proof jacket. The Castelli Aria Shell jacket though is equally packable, but costs £120 / $160. The Assos Mille GT Wind Jacket S11 is also cheaper at £135 / $185.

From personal experience, the Castelli Aria Shell is even more packable, the Assos less so, but both billow a little more and the Castelli lacks a two-way zip. The PNS Mechanism Stowaway jacket is also the same price, but features a DWR coating making it a little better suited for more inclement weather, but I don’t know yet if this affects breathability. The latest Mechanism Shell Waterproof is certainly more breathable than a lot of more recent PFAS free waterproof DWRs.

It does mean that the Rapha Pro Team Lightweight Wind Jacket is potentially not the best value for money. But then if you prize packability, thermal regulation, and also a jacket that fits like an aero jersey, then this jacket performs brilliantly across all those aspects where so far I have yet to find a jacket that can. They tend to compromise in one of those areas.

Conclusion

The Rapha Pro Team Lightweight Wind Jacket II has become one of my favourite garments, and my go-to stash jacket for pretty much any ride. It packs down small, is highly windproof, yet very breathable. It keeps your temperature more regulated in both colder wet conditions thanks to less windchill, but also not too warm for foggy summer starts or windy downhills.

It’s not cheap, and maybe not the best value, but it is my favourite jacket to wear especially for rides where speed is a focus. The lack of material flapping and thermal regulation are key reasons for why I love this jacket so much.

PEdALED is a Japanese brand. It has been around for nearly 20 years, and although I had come across its products both in shops and online, I didn’t know too much about it, apart from its unusual use of the CAPS LOCK key.

Its broad range encompasses everything from road to mountain biking, via gravel, of course, and it even has a slightly unusual-looking urban range too. In fact, the only aspect of bike life that seems to be missing is pro road racing, and with collections called things like Element and Odyssey, there is a distinct slant towards long-distance adventures in its imagery and muted colour palettes rather than aero gains and stopwatches.

Element is the road-orientated range, with a more minimalist look than the Odyssey clothing, although there is a fair bit of crossover potential.

Construction

The Raisin Purple coloured fabric is made from Polyamide with Elastane for stretch, and is a little heavier than most short-sleeved summer jerseys, but not by much.

Although it is a relatively simple product, the fit, fabric and thoughtful design features elevate above the basic.

The sleeve ends are bonded for a super clean look, and the locking, tonal front zip has a full-length placket behind it to ward off chill winds and to prevent any chest hairs from getting caught, as well as a chin guard. The front hem is also bonded rather than stitched, whilst the rear has an elastic section decorated with silicone micro dots to hold it in place.

Inside the three rear pockets, there is an extra layer of fabric for some additional support, and there is a small zipped security pocket too.

Branding is limited to small wording on the chest and centre pocket, but there are no reflective details.

Sizing runs from XXs to XXL with seven muted, tasteful colours available for men and the same colours for women in XXs to XL.

The ride

The Element Long Sleeve Jersey is designed for those awkward spring and autumn (and sometimes summer too, in the UK) rides when a winter jacket isn’t required, but a thin, short-sleeved jersey won’t suffice either - the kind of days when your arm warmers would remain firmly in place for the duration.

Despite the jersey’s close fit, there was enough room and stretch to accommodate a thin long-sleeved base layer, or it could happily be worn next to the skin in the right conditions. Similarly, the cut and sheer fabric made it ideal for wearing under a gilet or windproof jacket on less pleasant days. PEdALED suggests that it could be worn in temperatures between 5°C and 18°C, but I’d say that was quite ambitious at the lower end without a windproof barrier worn over it. I’d say that to wear it as the outer layer, you’d really want the thermometer nudging towards double figures or to be working pretty hard.

To be fair, though, I was surprised by how effective the dense construction of the fabric was in brushing off cool breezes; it is in no way windproof in any form, but it did provide a bit more protection than I had anticipated. When spring sunshine permitted, it made for a very comfortable and easy-to-wear option even when the air still had a distinct chill to it. It was not as warm as Castelli’s Espresso Long Sleeve Jersey though, meaning that it doesn’t function quite as well as a mid-layer, but it is thinner/lighter and designed for warmer days.

The beauty of something like the Element Long Sleeve Jersey, when compared to a heavier jacket, is its breathability. Without any membrane layer or windproofing, the fabric allowed all of the moisture to escape, and dried very quickly, so I was never damp or uncomfortable. Of course, occasional judicious gilet use was required at times, especially as temperatures cooled later into the evening or for chilly descent

Its advantage over the tried-and-tested jersey/armwarmer combo is that the fabric is a little more thermally insulating than most jerseys, and that is a simpler, one garment solution. I also think that a lightweight long-sleeved jersey looks better too. The disadvantage is its reduced flexibility - you can’t adapt it as temperatures warm up, although you can add a gilet if it cools down.

A bit like the Velocio LUXE Bib Tights, the problem with the Element Jersey is its relatively narrow operating window, although at least, unlike the tights, it can be layered up.

Value and conclusion

For me, the Element Long Sleeve Jersey fits into the ‘nice but not necessary’ category of cycling clothing. Aesthetically lovely and technically great, I enjoyed wearing it, but I’m not sure I'd miss it all that much if I didn’t have it. This makes the £145 asking price a little bit tough, although not unreasonable.

Long-sleeved jerseys like this seem to be very on-trend at the moment, and so if you are tempted by one, then the Element would make a fine choice. It does everything that you’d expect very well, but I found myself looking for conditions that would suit it rather than reaching for it by default.

Keeping the pedals turning through the winter months can require serious protection if riding is going to be enjoyable. The options are lots of layers, or a ‘winter jacket’ like the Santini Power Shield Pro All-weather Jacket. It protects against wind, rain and cold without the need to don multiple layers, acting as a ‘one stop shop’ for all your winter needs.

There are pros and cons of both approaches, but there is a lot to be said for the simple option. However, that does then place a heavy onus on the jacket to perform - it must fit well and offer insulation and water/wind resistance if not outright waterproof, but the most important element for me is that it must breathe sufficiently and not retain moisture on the inside.

Construction

Polartec’s Power Shield Pro fabric is extremely interesting, especially in a post-PFAS world. It is windproof, waterproof, breathable and stretchy, all whilst being made from plants. Well, at least, the membrane part of the fabric is made from 48% “bio-based materials”, providing a waterproof performance of 20,000mm of static head without the use of environmentally harmful PFAS (per- and polyfluoroalkyl substance). All the jacket’s seams are taped, so it is fully waterproof.

Perhaps even more importantly, the breathability stat for Power Shield Pro is 20,000g/m2/24hrs, which is pretty decent for a waterproof material and even more so for a tough, softshell-style jacket rather than a flimsy waterproof.

Fabric aside, the cut, fit, and details of the jacket are very similar to those of Santini’s Windbloc Thermo Jacket, which I wore alongside it over the winter. The size large fitted me well, with room enough for a warm base layer underneath and plenty of length in the body and sleeves. There was probably slightly more room in this Power Shield Pro piece though, mainly because it lacked the bulky fleece inside, as the material just has a light grid pattern rather than any additional insulation. Santini offers a suggested usage range of 0°C to 10°C, but, as ever, this is very dependent on what is worn underneath it.

The Power Shield Pro fabric is pretty stretchy too, despite the membrane, with plenty of give for comfort and movement, whilst the double-ended front zip is water-resistant, with a large placket behind it for added weatherproofing. The collar is a good height, but lacks any soft-touch lining.

One final welcome area where this jacket differs from the Windbloc Thermo is the inclusion of a rear pocket with a waterproof zip, albeit on the left side rather than the more usual right-hand side.

Otherwise, the three large rear pockets, single-shoulder branding and reflective details are all as you’d expect and there is a small internal patch with details of a climb in the Bergamasque Alps called Il Selvino - for added inspiration and motivation I guess.

The Power Shield Pro All-weather Jacket is a unisex product available in Black, Beige, Green and Purple, in XXS to XXXXL.

The ride

Perhaps the biggest compliment (and uninformed confession on my part) is that for the first ride or two, I didn’t realise that the Power Shield Pro was waterproof. That is to say that I wore it on cool, breezy days when temperatures were above freezing, and I didn’t suffer unduly from moisture inside the jacket. When it dawned on me that the jacket was made of waterproof fabric with taped seams, I was even more impressed by its performance. Compared with the more insulated but not waterproof Windbloc Thermo, the Power Shield Pro was far more breathable. On the other hand, the Velocio Alpha Air Jacket and Castelli Espresso Air Jacket are even more breathable, albeit neither of them is waterproof.

On solo hilly rides when I could regulate my pace, there was virtually no dampness inside at all, and even on higher tempo group rides, the fabric’s ability to move moisture away from the skin was very good. I know that the Power Shield Pro is much less warm, but it does seem odd that the waterproof jacket is more breathable than Santini's windproof one!

Santini’s temperature rating of 0°C to 10°C doesn’t seem too far out, but at the lower end, I’d need a couple of layers underneath or to know that I was going to be working hard. This isn’t a jacket that you could take off and put in a pocket when not in use on warmer days either, so once you’ve left the house, you are committed to wearing it all ride long.

After a good few washes, the external DWR treatment is still working well, with water beading up and rolling straight off, and although I have yet to ride it in serious rain, it is nice to know that you don’t necessarily have to carry an additional waterproof jacket if showers are in the forecast.

The only real criticism I have of the jacket is the available colours; the black and green are a bit dark for road safety during the winter months, and I can’t see the beige/cream option staying very clean-looking for long on a grimy day. The purple is probably the best choice, but it looks a bit old-fashioned to my eyes - maybe I spent too long drooling over anodised bike parts back in the day. I have also noticed a couple of picks/pulls in the soft outer fabric, but I can’t yet ascertain whether that is a one-off from me catching something or indicative of a vulnerability.

The size large was a good fit on me at 186cm/73kg, with room enough underneath for a toasty winter baselayer and even a light midlayer. The stretch meant that pocket access and movement on the bike was unrestricted (or at least as unrestricted as winter kit ever allows) whilst the body and sleeve length provided ample coverage and protection.

I can’t speak to its suitability for women in terms of its cut, but not producing a women’s specific version of such a useful jacket seems a bit of a shame.

I’ve referenced the Windbloc Thermo a few times above, and ideally, what I’d love to see is an amalgamation of the two products - a waterproof, breathable jacket with a few strategic areas of Alpha insulation. That would be a formidable winter jacket indeed.

Value and conclusion

It's a pricey product, there is no doubt about that, but £250 is arguably less than you would need to spend on a good waterproof jacket plus insulating layers. It is also a nice, simple solution to riding in a wide variety of weather conditions and temperatures, negating the need for too much pre-ride cogitating and clothing faff. Whether you prefer this approach to a more adaptable layering system is up to you.

The breathability, which in my opinion is the most important aspect of clothing performance, was impressive for this type of top, and gives it a high degree of versatility - it wasn’t just a jacket that I wore if I thought I might get wet, I was more than happy to wear it on cold, dry days too and it was nice not always to feel the need to stuff an additional waterproof in my pocket every ride.

5 stars it is then, reflecting its fit, performance and wide operating parameters. I'd like the colours to better suit UK winter conditions and a women’s-specific fit version, though.

You could say that Sweet Protection is the new kid on the block. Despite the Norwegian brand being around for the last 25 years, it didn’t actually have an offering of the best road bike helmets. Instead, Sweet Protection first launched in the worlds of skateboarding, snowboarding and freestyle kayaking.

But when the Norwegian powerhouse, Uno-X Mobility, started winning stages at the Tour de France, it was only a matter of time before Sweet Protection made its way into cycling. In addition to road racing, you may also recognise Sweet Protection helmets from gravel racing, light on the heads of PAS Normal professionals.

It’s clear that Sweet Protection sees the Falconer Aero 2Vi Mips Helmet measuring up to the rigours of professional bike racing. But is it also an ideal helmet for an everyday bike rider? Let’s find out.

Construction

The Falconer Aero 2Vi Mips is Sweet Protection's top-of-the-line road and gravel helmet, and it's built around a key feature for racing and all-weather conditions: detachable magnetic Aerocovers.

These are two large covers that attach magnetically to the primary vents of the helmet, improving aerodynamics and blocking out wind and cold. You can even remove them while riding, simply by popping them off and tucking them into your jersey pocket. This could come in real handy during those long races where you line up in the cold before the day has warmed up.

Made of multi-density EPS foam with four impact shields, a variable elasticity shell and MIPS Air integration, there’s no doubt that the helmet’s construction is top-notch. We can talk all we want about aerodynamics, fit and ventilation, but in a helmet, there is one factor more important than all the others combined: safety.

The Falconer Aero 2Vi comes with a MIPS liner that helped it earn a coveted 5-star Virginia Tech safety rating — one of the most respected independent helmet safety evaluations in the world. It also meets EU, US and UK standards. The helmet comes with MIPS Air that is built directly into the padding, rather than the old and bulky yellow MIPS liner that used to snag on your hair. The helmet’s pads also have low-friction nodes that allow them to slide and absorb rotational energy in the event of a crash, and there is nothing better than a helmet with the highest possible safety rating.

One of the helmet’s standout ventilation features is what Sweet Protection calls STACC: Superficial Temporal Artery Cooling Channel. The idea is to funnel air specifically across the temporal arteries at the sides of your head, one of our most heat-sensitive areas. But the real question is: does it work?

Yes, the STACC system provided ample cooling during each of my efforts in training and racing. During harder efforts—the kind where you're grinding up a climb and wind speed drops—the ventilation held up better than expected from a helmet with this aero profile. The only trade-off was that, at lower speeds, ventilation is noticeably reduced compared to a fully open road helmet, which is exactly what you’d expect with any aero design.

Other spec highlights: a 360 Occigrip fit system with on-the-fly height adjustment, integrated eyewear grippers, and a wider rear opening for ponytails. One of the most underrated features of any helmet is the buckle – a bad one can ruin your day by pinching your neck or finger. The Falconer Aero 2Vi comes with an excellent Fidlock magnetic buckle that works better than any buckle I’ve ever tested. Even when my gloved fingers were stiff after a muddy gravel race, I was able to easily work the buckle with one hand.

Details

• Price: $300 / £269
• Weight: 300g (M/L)
• Sizes: S/M, M/L, L/XL
• We tested the limited-release Silver Smoke colourway
• Use case: Road and Gravel

The Ride

The first thing that I notice in any helmet is the fit. I have quite a large head with a unique shape that slightly protrudes at the back of my skull. I’ve tried hundreds of helmets over the years, and far too many of them cause pain at the rear strap or around my forehead.

The Falconer Aero 2Vi, however, fits perfectly. As Goldilocks would say, it wasn’t too big or too small; it was just right. Riding around Wisconsin in winter and spring, I tested the helmet in temperatures between -4°C (25°F) and 30°C (86°F). I’m not sure how the helmet performs in arctic temperatures, but I’m sure the Norwegians at Sweet Protection and Uno- Mobility could provide some data on that.

I loved the removable Aerocovers, especially in variable temperatures and weather conditions. Sometimes it was cold and raining, others it was hot and sunny. Rather than choosing between an aero or vented helmet, I had both in the Falconer Aero 2Vi. There was also enough room under the helmet for a cycling cap, when needed.

In addition to the aero benefits, the Aerocovers also blocked road grit and rain, which is great for roadies, but even better for gravel riders. However, one of the few downsides of the helmet is that once mud got into the vent gap, it was not the easiest helmet to clean out. That's a minor inconvenience to most cyclists, but something to consider if you ride in the mud regularly.

The fit held up well in a variety of conditions, and the helmet stayed in place while I was riding down bumpy gravel roads. The helmet sat close to the head with a low profile, and while I’m not a fashion expert, I tested the limited-release Silver Smoke colourway and I felt like the helmet is a genuinely good-looking piece of kit

Without an at-home wind tunnel, it's hard to make definitive claims on that front, but the helmet felt fast. With the Aerocovers on, there was noticeably less wind noise, especially when riding in an aero position. The helmet is designed to perform across a range of head and yaw angles, which is ideal for real-world riding conditions and more casual cyclists who change positions often.

If you care about stashing sunglasses mid-ride, as many of us do, the Falconer Aero 2Vi is one of the best helmets for this. The integrated eyewear grippers are positioned low on the front of the helmet, and your glasses fit right in and stay there. I’ve lost, broken, and scratched many sunglasses while testing this with other helmets, and the Falconer Aero 2Vi was one of the best performers in terms of eyewear security.

Value & Conclusion

You get what you pay for, and with the $300 / £269 Falconer Aero 2Vi Mips Helmet, you are getting a high-quality product with top safety ratings and a load of brilliant features. This price point isn’t for everyone, but it fits the serious and performance-focused mindset of most cyclists.

The standard Falconer 2Vi comes in at $250, but you'll miss out on the magnetic Aerocovers and get a slightly different foam structure. For comparison, the MET Manta Mips runs around $230, the Trek Ballista around $200, and you can get the Van Rysel RCR-F aero helmet for under $100 if you just want something functional. All of those helmets have won races and received solid ratings in their own right. But if you're looking at brands like Specialized and Giro, the Eclipse Pro aero road helmet will set you back $349.95. and the Evade also runs $299.99.

So is the Falconer Aero 2Vi worth the money? Honestly, it depends on what you're after. If you want a seriously fast helmet that fits a variety of terrain and weather conditions, this could be the helmet for you. It’s quite the investment, but it also covers multiple bases. Instead of having two road helmets (one aero and one vented), you could have both in the Falconer Aero 2Vi.

The magnetic Aerocovers are a fantastic and rare feature, and when it comes to the safety rating, there is nothing better than a five out of five Virginia Tech score. In fact, there are fewer than 20 road helmets in the world with a 5-star Virginia Tech score, and that is certainly worth something.

If you are only looking for the best aero performance per dollar, there are faster options at a lower price point. But if you want a well-fitting, do-it-all helmet that you can see being worn at the Tour de France, the Falconer Aero 2Vi is a fantastic option.

Originating in Tokyo 19 years ago, PEdALED clothing draws together form and function thanks to founder Hideto Suzuki’s background in fashion. There is a noticeably different look and feel to the brand’s imagery, with the emphasis on adventure rather than on pro-level racing. Think endurance gravel and long-distance bikepacking, not aero socks and sprint finishes.

Broadly speaking, PEdALED divides its range into two collections: Odyssey and Element, with Odyssey being more gravel/adventure orientated and Element being slightly more road-biased. However, there is plenty of opportunity for crossover between the two ranges, and the versatile Element Tights are a good example of this.

Construction

I’d describe the Element Tights as ‘midweight’. PEdALED describes them as 3-season with a temperature range of 5°C to 15°C. Either way, the fabric is about as thick and warm as you could expect any non-windproof/non-membraned material to be. Multiple panels have been used to create good articulation and a close fit.

The ankle hems have a silicone gripper and both calves have a small reflective tab. Branding is limited to the word PEdALED on the outside of the knee. Elastic bib straps run pretty much from waist height at the rear, rather than using any kind of extra fabric or mesh panel over the back.

Like many brands, PEdALED has used an Elastic Interface pad, apparently called the ‘Mens Endurance Joy’ model, which they rate as being suitable for rides ‘up to 6 hours long’. The padding is thick but quite soft, with a pressure-reducing central channel and a thinner section at the front and around the perimeter of the pad.

Marking the Element out from many road riding tights is the addition of three pockets - one on the right thigh and two shallower ones at the back; all are open and unsecured.

Five colours (Black, Light Grey, Raisin Purple, Teal, and Dark Navy (tested)) are available in XXS to XXL for men. Women only have Black as a colour choice, in XXS to XXL, although the women’s product is a bit cheaper.

The ride

Once winter temperatures warmed up enough, or at least stopped threatening hypothermia every ride, I ventured out in the Element bibs.

Having spent the deep winter cocooned in super warm and burly longs like the Lusso Paragon Deep Winter Bib Tights and the Van Rysel RCR Extreme bibs, it was nice to ride wearing the non-membraned PEdALED bibs. As good as the windproof tights are, there is undeniably more freedom when riding in normal bibs.

Despite what PEdALED says, if the thermometer showed 5°C, I’d be reaching for something a bit warmer, but that might say more about me than about the Element Tights! I was, however, still impressed by how warm they were in cool temperatures and cold winds; the dense fabric did a pretty good job of reducing windchill and kept my legs well insulated against the winter weather, even without a membrane.

The fit on me was excellent, with my usual size large, snug but in no way restrictive and with plenty of leg length too. The articulation and panelling around the knees worked perfectly, and the silicone grips on the ankle ensured that the hems didn’t ride up either. The waist isn’t particularly high at the front or rear, making pee stops easier but reducing insulation over the stomach. However, the strap length is well judged - they are comfortable both on and off the bike.

I confess that I haven’t yet tested the supposed six-hour limit on the seat pad, but on my usual 2-4 hour rides, the chamois was plenty comfortable enough despite its relatively soft feel. The well-cut design kept the pad in the right place, whether I was in or out of the saddle, and the plush top layer didn’t cause me any irritation.

As for the pockets? Well, I did use the thigh pocket occasionally to stuff an empty wrapper into or to tuck away my phone between photos, but I tended to transfer any contents back to my jersey pockets when I had the chance. It is big enough to keep a phone in, but it is quite exposed on the thigh.

I didn’t use the rear pockets much; the only time I found them useful was to store ShotBloks in on cold rides, as my body temperature kept them soft and easy to eat. I guess if you were riding in a pocketless jersey or were carrying multiple gels, then they might be useful, but as they sit underneath the jersey pockets, using them doesn’t really reduce bulk much, and they are less accessible, too.

However, neither set of pockets affects the tights negatively at all, so there is no downside to their inclusion, and they might be useful for some riders.

After a number of rides and washes, the fabric in general looks very good still, but I did notice that there was some damage above the crotch where the zip of a gilet or jacket had picked away at the material. Whether you blame the tights or the top for this, I don’t know (and other tights have suffered the same fate, so the PEdALED fabric is not alone in this issue). It does make me think that gnarly off-road use and the inevitable interaction with trailside vegetation might not be a great idea.

Value and conclusion

Even without the pockets, the Element Tights are basic bibs done well.

The fabric, cut and construction are top-notch, and there is ample weather protection for cool winter days. Much like the Gobik Absolute 7.0 Bib Tights, the Element Tights would make a good one-tight solution to autumn, winter and spring rides without the restrictions of windproof fabrics.

At £190, the Element is a fair bit pricier than the Gobik option though. I think that it is a touch warmer, and of course benefits from the three pockets, but there are windproof choices available at that price level too, which would offer even more weather protection.

Ultimately, I think that the price is fair for the quality of the product, but that it is a higher price than is necessary to achieve this level of winter warmth. Whether the brand and/or quality justifies the price is pretty subjective.

The Quoc M Pro Lace shoes are built upon the same carbon fibre sole that has been used across the M3 Pro and Air shoes. Given we've rated these as some of the best road cycling shoes available, this bodes well. This sole features unidirectional carbon fibre, with a toe-guard, replaceable heal pad, 3-bolt cleat pattern, and additionally two small vent holes.

Construction

The big change is to the upper, which is still a TPU laminated mesh. The previous Quoc M3 Pro and Air models featured a tongueless design, where one half of the upper wrapped around the other half with the help of two adjustable dials. Now, a tongue is present, and the adjustable retention is gone in favour of laces. This has been done to reduce weight and improve aerodynamics.

The laces are non-stretch in terms of material, but there is some give due to the weave construction of the fabric on them. There are 14 eyelets, with two at the top for a secure fit. A neat feature is a fabric tab, to allow any excess lace to be tucked away.

Construction wise the same TPU toe box guard is used to avoid scuffs and damage to the shoe from tyre rub. The heel also has a reinforced cup design to offer greater retention and avoid heel slip during high power efforts.

Finally, the same vibration dampening insole has been used. This is fairly rigid, but aims to reduce road buzz and associated fatigue. There are also three different inserts to place under the arch support area to cater for a low, medium, or high arch.

Colour options are limited to white at present, with sizes available from 38 to 47 EU sizes, there are no half sizes. The claimed weight is 245g for a single EU42 shoe, while my EU45 with insole and laces was 269g per shoe.

Performance

I’m a big fan of the Quoc M shoe last. It has a fairly roomy toe box and a shoe shape that is similar to the Specialized S-Works 7 shoes, which also happen to fit me very well. Fit is always going to be subjective, but a supportive heal, good level of arch support, and a toe box that is more accommodating than most is an ideal place to start when it comes to a shoe that should suit a good array of feet.

The adjustable arch insole, featured in the M3 Pro and M3 Air shoe, remains fantastic at reducing road buzz without affecting the stiffness of the shoe platform. Meanwhile that supportive arch is stiff but in a way that provides a good level of support that I personally find a bit better than that offered by Shimano, and not far off custom insoles.

Externally the outer remains consistent in structure and design to the other shoes. It wipes clean reasonably easily, but over time some marks can appear from oil or a tyre scuff. A toe guard helps reduce the chance of this as that is more easily wiped clean. Additionally, the mesh of the M3 Air is not present, which was the area that got the dirtiest on my test shoes. Instead there are loads of perforations in the upper which work well to dissipate heat and allow some airflow in. Sole vents also help this a little further as the holes in the insoles allow air in strategically.

Other consistent features are the replaceable and nicely grippy heel pad, as well as the same 3-bolt cleat mounting with a good level of fore and aft adjustment allowing for a rearwards cleat position, something many shoe brands are moving towards more for greater ankle stability. The same carbon fibre sole is also used, and remains incredibly stiff and very able to transfer power exceptionally.

A stiff sole is only part of the system stiffness equation though. As mentioned in our Sidi Shot 2S review, the upper and retention system need to match the sole. With the Quoc M Pro Lace, there is one big change from the previous models. As the name eludes to, the dual dials are gone in favour of laces. This has been a common trend in the UCI WorldTour, both for reduced weight, and also reduced drag with or without overshoes. Even Remco Evenepoel (Red Bull-Bora-Hansgrohe) has forgone his own namesake shoe in favour of lace-ups, while Jonas Vingegaard (Visma-Lease a Bike) opts for lace-up Nimbl shoes and Tadej Pogačar (UAE Team Emirates-XRG) DMTs with laces.

The laces on the M Pro are an interesting one, as they sit on a middle ground between laces that are stiff with no give, and something with a bit of flex. There are 12 main eyelets for lacing, with two additional ones at the top for added support. These laces have a certain amount of stretch, whereas the Specialized S-Works Sub 6 lace-ups, which I still love, feature laces with no elastic properties or stretch. This give does result in the upper not feeling quite as stiff, but I’m not yet sure this is a bad thing. With the aforementioned Sub 6 shoes, it was easy to tighten these so much that they would pinch. With the Quoc shoes, you can really clamp them down, and then there is a natural element of slight give that allows the shoe to cradle the foot rather than clamp it down in a straitjacket.

I do find that I can feel my foot move a minuscule amount during the hardest sprint efforts, but aside from that, the support is exceptional and even very low cadence push and pull efforts did not result in my foot moving around. There was less pressure on the upper of my foot and consecutive long days on the pedals was comfortable.

Of course, laces can’t be adjusted on the fly. The reality with dial shoes though is that I hardly adjust them. I also like how easy it is to wear overshoes or oversocks with lace-up shoes. They weigh less, too, are more aero in almost every wind tunnel test I’ve conducted, and generally come in cheaper than Boa dial equipped equivalents.

Being only offered in white is a slight gripe, as I would avoid venturing out in wet weather as even the best overshoes will let some mucky water in to stain the laces grey over time. But the shoes look smart and sleek. I also love the lace holder feature, with its fabric fold that means it’s far easier to grab. It’s a tiny detail that serves one purpose, making life that little bit easier for you, and that’s great in my books.

Value

At £290 /$400, the Quoc M Pro Lace manage to undercut the rest of the M3 range by £30 thanks to dropping the dials for laces. They also manage to undercut other top-end lace up competitors, in the UK at least, such as the Nimbl Ultimate Air (£499 / $549), DMT Pogi’s Superlight (£370 / $499), Giro Empire SLX II (£329.95 / $400), and Specialized S-Works Torch Lace (£300 / $350).

They are of course by no means cheap, but for a top-end road shoe they are one of the few to drop below the £300 / $350 mark, especially given the number of WorldTour professionals that ride in these. They’re not the lightest though, at 269g per shoe; the Nimbl lace ups are an astonishing 179g per shoe, while the Giro are around 200g per shoe in a 45. However, I have to be honest and say that I didn’t really notice the weight difference. In terms of feel and retention, the Quoc are a similar level to the Nimbl, perhaps a bit less stiff for maximal efforts but a touch more comfortable for longer rides. A £200+ saving is also hugely significant.

I’d say for what the Quoc M Pro Lace offer, they are one of the better value performance lace up shoe offerings. Of course, they will need to fit your feet, so as with any cycling shoe I would recommend wearing it indoors on a carpeted floor for a good while. Get your feet warm so they expand a bit, put some solid pressure through them with some squats to feel if your foot spills at all over the sides, and make sure they feel comfortable before committing to them. If you get on with the Quoc M3 Pro or Air, the last is the same and the fit will feel identical.

One issue with them worth mentioning however is a somewhat limited size offering. If you fit into a full size that is available, you will be fine. If you are a half size or on the larger or smaller end of the spectrum, you will miss out.

Conclusion

The Quoc M Pro Lace are an impressive addition to the M line of shoes. As with all lace-up shoes, there are pros and cons to be balanced against each other. Although the M are not quite as locked in stiff or lightweight as the Nimbl Ultimate Air, they are more comfortable for long days in the saddle and the weight difference is not exactly perceivable for a lot or riding.

Where these shoes really shine are the insoles, which dampen vibration and provide great levels of arch support, and also the value of the shoes. The performance is up there with many of the best road cycling shoes, but for a price that undercuts most of the comparable competition. If you want a pair of lace up performance road shoes, these are an exceptional choice. But be sure your size is available and avoid using them in the rain.

American brand Velocio offers three bib tights, and the LUXE is their lightest, least warm option. Velocio suggests that they are aimed at cool ‘shoulder-season’ days rather than mid-winter expeditions where frostbite and hypothermia are real concerns.

They fulfill a similar role to a shorts and leg warmer pairing, with just enough fabric to brush off early morning freshness without becoming sauna-like when temperatures warm up.

Construction

The design of the Luxe Bib Tight from Velocio is fairly minimalist, with little in the way of panels, pockets or branding.

The main fabric, which is used throughout the tights, save for behind the knees, is a very lightweight, highly stretchy material. It is no heavier than that used in many shorts. Strangely, the panel behind the knee is made from a slightly thicker, stretchier fleece-like fabric.

Raw-cut hems add to the bib’s clean look, though a Lycra finishing strip binds the top edge. All the seams are beautifully finished with very neat, bound stitching, giving the bibs a real quality look and feel. There is no back panel as such; the bib straps run unfettered from the waist over to the front, but do cross mid-back.

Branding is limited to a couple of subtle reflective logos and a single small ‘Velocio on the right thigh, which I really like.

Velocio have used the same pad as is featured in their most popular shorts, the Luxe Bib Short. It has differing density layers of perforated foam for comfort where it's needed without unwanted bulk and a nice soft upper for a comfy bum.

Available in Black, Navy and Coffee with sizes XS to XXXXL for men and XXS to XXXL for women.

The ride

As these arrived mid-winter, I had to wait quite a while before I felt brave enough to wear them out in the wild - they offer very little insulation. Velocio suggests using them in temperatures between 7°C and 15°C, but I’d be tempted to nudge that lower figure up a few notches unless you are a lot hardier than me (which isn’t difficult, to be fair!).

Sizing is on the small side, but it's acceptable. My usual size large needed a tug or two to pull on, but felt fine once everything was in place - perfect for the muscle compression and support benefits that Velocio claims. Weirdly, the only part that wasn’t a close fit was the raw-cut ankles. I am on the skinny side, but I’ve not come across bibs with baggy hems before. Leg length was ok, though, and with the straps in place, the bibs were comfy without feeling restrictive.

When spring temperatures rose sufficiently, and I was able to get a few miles under my belt in the Luxe bibs, they were very comfortable. Their lightness translated to easy, unfettered pedalling, although the slightly loose ankles were a little irritating aesthetically.

On high-tempo group rides in the Peak with my Wahoo showing double-digit temperatures, the tights were perfect, with just enough coverage to stave off the spring air and plenty of breathability to prevent clamminess. However, any hint of a cold wind cut through the bibs rapidly and left me feeling a little bit exposed.

The thing is, though, by the time conditions suited the bibs, I would also have been fine in legwarmers, and in fact, I have leg warmers that are undoubtedly warmer than the Luxe fabric. I also saw plenty of riders in shorts on those days too, leaving the Velocio bibs with a very narrow-to-non-existent operating window.

In part, this is my fault as I asked for the Luxebibs rather than the Luxe Thermal BIB Tight, which is warmer and features windproof panels (and is strangely slightly cheaper than the Luxe).

Value and conclusion

The biggest problem with the Luxe Bib Tight is this question of when I’d feel the need to wear them rather than leg warmers, shorts or perhaps a slightly warmer set of bibs. Couple this with their challenging price point of £220 / $224, and I really struggle with the idea of them.

This is in stark contrast to the fantastically versatile Velocio Alpha Air Jacket, which can be worn in a wide variety of conditions and circumstances.

There is no doubt that the bibs are well-made and thoughtfully finished, though, and I guess that the nice Luxe fabric is not cheap either, but I can’t say that they scream ‘value’ to me.

Perhaps if you hate the look and idea of legwarmers, or prefer to cover your legs even in warmer weather then the Luxe bibs might be worth a look, but for most folk, there are better, more versatile and cheaper options, I reckon.

However, all that said, I don’t think that should stop me from giving the Luxe Bib Tights a reasonable rating because, other than the price and the skinniness of my ankles, they are a decent execution of the concept of a very lightweight tight. If you like the idea of them and don't mind the price, then I'm sure that they will serve you well.

If you aim to avoid the easy charms of Zwift, or just prefer year-round riding outside, then a dedicated winter jacket is essential if you want to avoid the inconvenience of multiple layers. Ideally, such a piece will be warm, breathable and comfortable as well as offering at least a degree of wind and water resistance.

One of Santini’s entrants in this category is the Windbloc Thermo Jacket, and with a suggested temperature rating of -8°C and +5°C, they are clearly confident that their product is, at the very least, going to be extremely warm.

Sewn inside the jacket is a motivational label with a few paragraphs detailing ‘Il Selvino’, a 10km climb in the Bergamo region, which tops out at about 1,000m. Perhaps the Windbloc Thermo has been designed for a winter ascent?

Construction

Burly is the word that springs to mind on first acquaintance with the Windbloc Thermo Jacket. The combination of fleece-lined Polartec Windbloc and the additional Polartec Alpha insulation gives the jacket a comforting, impenetrable feel that is possibly better suited to Arctic winter conditions than braving a bit of slightly chilly UK drizzle.

The entire jacket is made from Windbloc, without deviation, whilst the super warm Alpha fabric has been strategically deployed on the chest and around the collar. Polartec Alpha is a superb insulation which is light, packable and very warm, but perhaps its key attribute is its breathability as the fabric used is very open and ‘fluffy’.

The usual three rear pockets are all present and correct, but the Santini blurb also mentions a fourth hidden pocket, and I have to admit it took me far longer to find it than it should have done. I reckon if you weren’t specifically looking for it, you could own this jacket for years without knowing that it even existed. For the record, it’s an additional section in the right rear pocket made of very light mesh with a little flap over it. I would have much preferred an external zipped pocket.

A double-ended zip with substantial zipper garages allows for extra ventilation, and there are three reflective strips - two on the rear pockets and one on the left shoulder with Santini branding.

Available in XS to XXXXL for men in Green, Blue and Black, and XXS to XXXL for women in Green and Black.

The ride

I had to wait a little while after first receiving the jacket before I could wear it, as it simply wasn’t cold enough to consider going out in it. Although I’m not likely to be anywhere near my road bike at -8°C, I did get a number of rides in with the mercury at or below zero eventually, and still found it a bit too warm once I got up to temperature.

Or at least, I found it to be too sweaty.

For the first 15 minutes, it felt great, brushing off frigid winds and icy temperatures with no problem, making me feel invincible. But, without fail, after that, the moisture started to build up inside on my baselayer and not long after I was slightly damp and chilly - especially if there was any kind of stoppage for mechanicals or cafes. I invariably arrived home and stripped off the jacket and damp undergarment straight away, in stark contrast to the Velocio Alpha Air that I was using alongside the Windbloc Thermo, which was far more breathable.

Even Santini’s own waterproof Power Shield Pro All-weather Jacket was better in terms of breathability.

In Santini’s defence, I will say that, living where I do in a particularly hilly part of the country, all my rides require a certain degree of effort, even when I’d prefer to take it easy; however, Windbloc has never been a particularly breathable fabric and a jacket made using 100% Windbloc is always going to struggle to move enough moisture outwards for optimal comfort during exercise.

Other than the breathability issues, I loved the fit and feel of the jacket. The size large fitted me well at 186cm and 73kg, with enough room for a winter base layer but not much more, with good length sleeves ensuring no annoying wrist gap. Furthermore, despite the Windbloc fabric’s robust feel, it had some stretch in it too, so the jacket never felt overly restrictive or cumbersome.

I am a big fan of keeping my neck warm, and the high, Alpha-lined collar offered plenty of protection against wind chill, almost negating the need for my beloved neck gaiter. The pockets were at a nice height and easy to access too, even trussed up in winter garb, and the overall bombproof feel genuinely encouraged me out in weather that might otherwise have had me heading to Watopia.

Whilst I like the dark green of the test jacket, and I’m sure that the alternative blue and black options are equally nice, it does seem crazy only to offer very dark colours in a piece that by design will mainly be used in less than ideal weather conditions. Granted, in Italy perhaps cold does not necessarily equal dank and gloomy, but in the UK it usually does, so a brighter option would be useful.

Value and Conclusion

I was disappointed by the performance of Windbloc Thermo, not least because it felt so nice to wear and ride in up until the point that the fabric couldn’t cope with the moisture transfer.

I struggle to think of a scenario where it would be the best product to wear; maybe if you had a flat, non-strenuous commute or never exerted yourself whilst riding? But then would you really be likely to spend £200 on a jacket for riding in below-zero temperatures?

Maybe I sweat more than I think, or perhaps the weather wasn't really cold enough for the Windbloc Thermo, but it didn't perform as I would have liked.

Ultimately, I think it is a garment that has been superseded by products that use more appropriate fabrics, like the Castelli Espresso Air jacket. Blocking out all cold winds and providing excellent insulation is only really worthwhile if you don’t get wet from your own sweat, otherwise you are just shifting the problem from external to internal factors.

It is a hard one to give a rating to; on the one hand, the fit, look, feel and spec sheet are 5 star, but, in my use case at least, the performance is lacking, and certainly lagging behind the best products that I have used. Eventually, I settled on 3.5 stars, with the proviso that it isn’t recommended for any scenario that is going to see you sweating for any extended period of time. If you want fantastic weather protection and cosy warmth, then it may well be the warmest cycling jacket I’ve ever worn, perfect for descending Il Selvino, but not ideal for the tough ascent, unfortunately.

The RCR-F might just be the least expensive helmet in the pro peloton. The aero road helmet adorns the heads of the Decathlon CMA CGM team, and significantly undercuts the price of the lids used by most other teams. The semi-aero design offers a potentially sensible compromise between speed, comfort and ventilation, meaning that it can also be used for general road riding as well as high-speed racing.

It’s in the same vein as Rudy Project’s Nytron, Specialized’s Propero and the Abus Gamechanger, as well as a host of others from most of the major manufacturers. Typically, these offer a few watts in terms of drag reduction at the expense of cooling, weight and, arguably, aesthetics

However, as with aero/semi-aero road bikes, the disadvantages are rapidly being eroded to the point where more of us might reasonably benefit from an easier passage through the air.

Construction

As the aero helmet in Van Rysel’s range, the RCR-F MIPS Helmet has a slightly elongated profile and fewer vents than a ‘standard’ helmet, but nothing too outlandish and looks very normal. There are five vents at the front, one large one just behind the crown of the helmet and three ports at the back. The two outermost holes are meant as sunglasses holders, although they will also let air in as well.

The cradle can be adjusted using the dial at the rear, and as the attachment points are well forward of the temple, so tightening it up helps it grip the whole head. There is some vertical adjustment at the back too, so the cradle sits securely around the occipital area.

There are two interesting elements to the straps (believe it or not!). Firstly, the junction under the ears uses a 2-piece plastic yoke to hold and separate the straps neatly, and secondly, the under-chin buckle is non-standard. I’m a bit embarrassed to admit how long it took me to work out how to undo the Fidlock clip, but once you know, it is incredibly easy to do and undo. Magnets guide the two pieces accurately together, so it is simple, even one-handed - ideal for triathletes looking to save another second or two off their transition.

In addition to the basic safety requirements, the RCR-F also includes MIPS – Multi-directional Impact System. This is designed to help reduce stress on the neck, head and brain in the event of an oblique or glancing-type blow by allowing the helmet to twist around the cradle rather than transmitting the twisting force to the wearer. The system used by Van Rysel is MIPS Air Node, a lighter, better-ventilated version of MIPS.

The silver Van Rysel branding on the helmet is just made from silver stickers, so whilst smart enough when new, they might look quite tatty quite soon. On the other hand, removing them completely for a stealthier look would be very easy, or you could switch them around; 'Van Rysel' is also an anagram of 'Sly Raven', for example...

Available to buy in Ultra White /Smoked Black, White/Pink, Smoked Black and Green/Black (team colours). Sizing is S (52-55cm), M (55-59cm), L (59-62cm).

The ride

Testing helmets is always a bit of a conundrum - the one thing that a helmet must do above all else is the exact feature that I do not want to find out about: its ability to protect my head! As dedicated to my job as I am, I definitely draw the line at riding headfirst into traffic or lobbing myself at walls or trees, so we will all just have to take the word of the EN1078 certifiers for that one. Sorry.

I’m also in no position to test the helmet’s aero credentials, and neither does Van Rysel make any definite claims, but as the Decathlon CMA CGM team is using the RCR-F, it is safe to assume it isn’t too draggy or detrimental to their efforts. Van Rysel does say the helmet has been tested by Swiss Side, the aero specialists, but doesn’t provide any figures [edit 27/04/26 - VR says that the RCR-F saves 3.4 watts compared to the RCR-R helmet at 45 km/h].

What I can tell you is that the RCR-F got off to a great start as the claimed weight of the product exactly matched the number on my scales - 300g. A first for me for sure. 300g is reasonable for a medium-sized helmet - no better, no worse. There are lighter helmets, but at the price and including MIPS, it's fine.

It was also simple to adjust with the rear dial and felt very secure on my head, with no unwanted pressure. My head, I’ve come to realise, is rather round (if viewed from above), rather than oval-shaped, and some helmets do press on my temples. The RCR-F is not one of those and felt good on as well as looking OK too - not too bulbous or mushroom-shaped.

Spring weather in the UK isn’t too severe a test of a helmet’s cooling capacity, but luckily, I had a trip to Gran Canaria booked, where temperatures would hopefully be a little more challenging for the RCR-F.

Coastal highs of 28°C were no problems in terms of sweatiness, with the large front vents hoovering up sufficient air to prevent any issues, and even when slogging slowly up one of GC’s numerous climbs, I didn’t get any sweat running down into my eyes. In part, this will have been due to the ventilation, but also helped by the continuous brow pad, which soaked up any liquid before it could run into my eyes.

On fast descents, especially through the cool air at the top of Gran Canaria’s volcano, I could even feel the air being directed through the helmet, so as long as you ride everywhere at 50kph+ the RCR-F will definitely keep you feeling fresh…

Back home, in cooler conditions but on higher tempo rides, I still didn’t suffer from feeling overheated, sweaty or otherwise impeded by the helmet’s design. In fact, probably the only negative I can think of, which is true of all aeroesque helmets, is that scratching your head mid-ride becomes harder as there are fewer holes!

Van Rysel says that the sunglasses port has been designed to work with their VR Road 900 glasses, but they also worked brilliantly with my Oakley Turbines and Radars; in fact, I’d say that they were the most secure-feeling glasses’ storage I’ve used.

Value and conclusion

This is a weird one. As usual, Van Rysel offers a good product at a great price; there are not many aero helmets that I can think of for this kind of money, so the value is pretty good in isolation and when compared to other brands’ aero helmets. But their own RCR MIPS helmet is £50 cheaper at just £80, and it has more ventilation and less weight, assuming that you can bear to use a standard fastext buckle for the chin strap and forgo the aero tag. James Shrubshall certainly found precious little to complain about.

Arguably, the RCR is more relevant to the majority of riders than the £130 RCR-F, and I can’t see where that extra money goes with the more expensive helmet to be honest. Without meaningful drag comparison figures, it's hard to know how much emphasis to place on the RCR-F’s likely speed advantage [3.4 watts at 45kph, edit 27/04/26].

Ultimately, the RCR-F is a very reasonably priced, good-looking and comfortable helmet that should confer some aerodynamic gains. I’d happily wear it for general road riding duties, but I think that the much cheaper RCR probably might offer even better value for most of us.

Newlane sits in an interesting corner of the cycling world where urban utility meets gadget. This is Brompton’s natural habitat, and Newlanes are aimed at the same market.

Newlane isn’t a heritage helmet maker so comes at this project with a fresh approach, leaning into the needs of commuters who have to carry or stash everything they need.

This foldable helmet is aims to solve the everyday inconvenience of carrying a helmet when not riding, or storing it in a locker at work. It’s trying to make the helmet less of a burden when it’s not on your head.

Newlane helmet: Construction and features

At first glance Newlane’s helmet looks pretty normal. And while it’s not as elegant in looks as the best road helmets we regularly review, it's not as pricey either. And there aren’t many clues that it can be folded down.

The mechanism is given away by a chunky looking clasp at the back. Release the clasp and the top half of the helmet lifts away. You then twist it around a rubber, rotating pivot at the front. The inverted top then fits neatly inside the lower section held in in place by the clasp and leaving the concave section of the inside of the helmet, facing upwards.

With the domed top of the helmet now stashed inside, the helmet has a lower profile, a little more than half the original depth. This makes it a little easier to store in a bag, be that a backpack, or something more formal.

Once you’ve figured it out, it’s a doddle to use. Importantly, none of it feels fragile or likely to wear out in a hurry, and is very clever to be able to do this without compromising protection.

The helmet retails for £89.99 with an optional crash replacement warranty for £39 a.

Newlane helmet: Fit and use

The helmet fits securely, with the usual circular dial at the back to tighten the cradle retention system and straps that join under the ears then fasten under the chin. But it does lack some of the luxury of road helmets from more established brands. You will notice that straight away if you’re used to good quality cycle helmets.

It also weighs 470g. A top end road helmet weighs around 270g, while a TT helmet weights up to 370g. You'll know it’s there but it's not uncomfortably heavy, while the retention cradle has noticeable edges that I could feel on the side of my head. It’s not overwhelming, it’s just not high-end. Ventilation is adequate for light commuting duties, but on a hot summer's day, it could get a little sweaty.

There is a MIPS version available (£129.99), although you don't need it as movement between the cradle and the shell is significant, verging on wobbly. This isn’t good, sadly. But in use, it’s not too disconcerting and you do get used to it.

What's impressive is that once you're off and riding in it you don’t know it’s a folding helmet. There are no loose sections or parts that rattle as your head moves around. Of course I didn’t test its robustness in a crash, but it feels substantial and meets the required safety standards.

The question is, is the space saving worth the investment? When folded it's almost half the depth. We measured from the highest point of the arch over the ear, to a spirit level sitting on highest point of the helmet. This came out at 132mm. We then measured the depth from the same point when folded, and measured it at 69mm. A saving of 63mm. The deepest part of the helmet, at the back, is 82cm when folded.

That's not a huge space saving, but there's the added convenience of it being a flat shape when folded. If you’re a tidy packer slotting this in against a laptop flat edges could make all the difference. However, if you’re a backpack kind of person, and just throw your gear in, or are used to just strapping your helmet to the outside of your bag, you’re at little to no advantage.

Value

At £90, you’re paying a premium for it's folding capability, and whether that represents great value will depend entirely on how you use it.

If your riding involves regular transitions from bike to train, from office to café, and you use a bag with a slim profile, then the idea has clear appeal. However, the gains aren’t as dramatic as you might hope. It doesn’t collapse into something radically smaller and if you use a bigger ruck sack for commuting and and would shove the helmet in a bag with clothes, a standard helmet would do the job, and for less money.

This is the question mark on this particular design. It’s clever for sure. It undoubtedly reduces inconvenience, but can’t entirely remove it. For gadget fans, that incremental difference will be enough. It’s got a certain cool about it if you’re that way inclined. But for some, it’s going to feel like a clever idea that can't quite justify its cost.

Verdict

The Newlane Foldable Bike Helmet is a thoughtful piece of design that lands somewhere between innovation and practicality. It works, it’s easy to use and genuinely improves portability, but only to a point.

If your routine involves traipsing from train to station and into an office it offers a tangible if only modest benefit.

For more traditional cyclists, however, the appeal is less compelling. In most bags a standard helmet can be packed just as effectively, making use of the interior space in the helmet. Then add in the relatively humble fit and finish and it becomes harder to justify.

Ultimately this is a good product and definitely isn't a gimmick, but it’s not going to transform helmet storage in every case.

The name Velocio might not be as familiar to some of you as cycling stalwarts like Castelli and Assos, and the New England brand might have only been around since 2013, but it has made a good name for itself in the premium apparel sector. Named after French cyclist Paul de Vivie, who wrote under the name Velocio, the American brand was acquired by SRAM in 2022, but has remained a largely separate entity in terms of brand image and marketing.

Its comprehensive range covers road, gravel, mountain and lifestyle with a characteristically muted colour palette and designs that concentrate on fit and fabrics rather than buzzwords and over-complication. Velocio is also part of the 1% for the Planet partnership, members of which donate 1% of annual sales to designated environmental groups.

Velocio’s Alpha Air is available in a whopping 8 sizes, from XS to XXXXL for men and XXS to XXXL for women, but Black or Plum Truffle are the only colours for either gender.

Construction

The Alpha Air owes more to outdoor clothing than it does to more traditional cycling apparel. Although Velocio don’t use these terms, the Alpha Air is effectively a combination of a fleece-lined Pertex windshell on the front and a Powerstretch jacket on the back; lined windproof garments have long been a mainstay of walking and mountaineering gear, going right back to the original Buffalo designs. Now though, the lining to the wind-resistant material is Polartec Alpha, a very warm, light and compressible high-loft fleece that is particularly breathable and is a far cry from the basic designs of its distant precursors.

The arms also follow this pattern, and are half Alpha-lined windproof and half jersey-weight fleece (as Velocio calls it). The collar is high and close-fitting with a cosy Alpha lining, and there are three decent-sized rear pockets made from the lightweight windproof material. There is no sign of a zipped security pocket - a pet peeve of mine - but in this instance, I can grant Velocio a little bit of leeway as I imagine that neither material would take a zip very easily.

The full-length front zip is double-ended, useful for toilet breaks, ventilation and if anything is stored in jersey pockets beneath the jacket.

Weight is noticeable by its absence; the Alpha Air in size medium weighs just 254g, compared with, for example, 405g for the Santini Windbloc Thermo Jacket or 353g for Castelli’s Espresso Air.

And frankly, that is about that. It is a fairly simple design that relies heavily on the quality of the fabrics and the fit.

The ride

I’ll confess, I was a little underwhelmed when I first unboxed the Alpha Air; its lack of weight gave it an almost flimsy feel compared with the burliness of something like Castelli’s Espresso Air Jacket or Van Rysel’s RCR-R Pro 4 Season jacket, and I was sceptical about Velocio’s -4°C temperature rating claim.

The medium fitted me very well, and in line with most other brands’ jackets, but it didn’t really look or feel like a particularly protective outer layer, so I was cautious about when to use it to start with. A short ride here, a little gravel loop there, in conditions that weren’t too arctic.

However, it passed every successive test with flying colours and so I eventually committed to a 100km gravel ride with a maximum forecast temperature of -3°C. With just a long-sleeved base layer underneath and the occasional addition of a gilet when stationary, the Alpha air kept me warm from frigid dawn to baltic dusk.

The next cold blast of Arctic air saw me deploy it for a 90km road ride, and again, it performed flawlessly, defying my initial misgivings about it.

The more I ride in different jackets of varying brands, fabrics and purposes, the more I am convinced that breathability is by far and away the key metric that defines a garment's performance. All the insulation and/or weather protection is worthless if your sweat chills you from the inside out; this is the Alpha Air’s pièce de résistance. It is phenomenally breathable.

Those large fleece panels, of course, let plenty of moist air out through them, but so do the front-facing, Alpha-lined sections. In fact, I don’t think that these areas are even 100% windproof, but it doesn’t matter. They block enough breeze that, even in at -6°C (plus windchill), I never felt cold, and my base layer (and skin) remained perfectly dry. After most rides, I strip off my damp layers as soon as I enter the house, but with the Alpha Air, I was perfectly comfortable to make my coffee and poached eggs without feeling an urgent need to disrobe first.

There is no discernible DWR treatment on the outer, and even light mist wets the jacket, but because its breathability is so good, it also makes a perfect mid-layer to wear under a waterproof. Thus, rather than putting off when to put on an extra layer in the wet because you know that the boil-in-a-bag feeling is only minutes away, I was perfectly happy to put my Squall Shell or Shakedry over the Alpha Air.

It’s a versatile piece too, with an aesthetic that is perhaps slightly more gravel than road race and it would work very well for bikepacking, I think. Its warmth and moisture management capabilities make it ideal for cold starts and cool weather days, whilst its low weight means that it would be easy to pack away when not needed, albeit not in a jersey pocket.

Value and conclusion

Truly exceptional performance, versatility and great fit make it pretty simple to give the Alpha Air 5 stars, even at £192 / $259. It is not something to wear on its own when raining, but it is easy to add a waterproof over the top when required.

For high-exertion rides, its breathability and moisture management were simply superb, keeping me warm and, crucially, dry at all times. In damp conditions, you would need to carry a waterproof layer as well, but there aren’t many winter riders when I feel confident enough to leave the house without one anyway.

The latest version of the Flanders Warm base layer, named after the home of Belgium’s infamous Spring Classic, doesn’t disappoint. It’s exceptionally comfortable and performs on par with merino during rides. However, it doesn’t manage odours as well as merino, meaning it’ll likely head straight to the laundry basket after most outings.

Construction

The Flanders 2 W Warm Baselayer is made with a multi-denier, 100% polyester fabric, which the brand calls SottoZero Fleece - translating to “sub-zero fleece”. This technical fabric has a soft, brushed interior, intended to trap warm air and manage moisture effectively.

Flatlock seams have been used throughout. The layer also incorporates mesh inserts under the arms, designed to boost airflow and prevent overheating. The medium-height collar adds extra coverage.

In terms of fit, I typically wear a size medium across most cycling brands, very occasionally opting for a large. However, I was surprised to find I needed to exchange the medium I was sent for a small. With sizes ranging from XS to XL, my advice is to select with caution.

The ride

The first thing you notice about the Flanders 2 Warm is the cosy, brushed interior - it’s exceptionally soft against the skin. The fabric has substance but doesn’t go so far as to be weighty - the substance comes from the fleecy inner. Combining these properties with the flatlock seams creates a base layer that feels incredibly comfortable, giving a reassuring sense that you’re properly dressed for a cold winter training ride; Flanders, here we come... In reality, the UK shares the same winter conditions as the Flemish-speaking part of Belgium, so the base layer is perfectly suited to training in any part of the UK.

Despite having exchanged the size medium for a small, I still found the layer relatively loose around the torso - the photos show this well. The sleeve and body length are both generous - something I personally appreciate, though this may not suit every female rider. The fabric is in no way restrictive, so if you prefer something that hugs the body, you should be safe sizing down.

The layer performs exactly as Castelli claims; it provides excellent insulation. I wore it in temperatures down to 2°C/36°F and felt more than warm enough. The raised collar is really well judged for chilly days. In those low temperatures, there was no major moisture build-up, undoubtedly helped by the underarm mesh panels. Yes, if I rode tempo for a prolonged period of time, I would sense sweat, but the layer never got uncomfortably damp.

Castelli suggest a performance window of -2°C/ 28°F to 10°C /50°F. In my experience, the upper limit is not realistic. Unless I was putting in zero effort and teaming it with a very lightweight long-sleeve jersey, it was overbearing in anything above about 7°C/ 45°F. The raised collar exacerbates heat build-up in these temperatures too. I tried it in temperatures nearing double figures and with a moderate effort found the moisture build-up unpleasant, with the top becoming rather damp and clingy. For me, the window of performance would be a more conservative -2°C/ 28°F to 7°C /45°F.

While the warmth it provides is comparable to wool, the fabric’s ability to handle odours is certainly not on par with wool’s. I found it needs to be washed after every ride; body odours love it.

Value and conclusion

The £90/$130 RRP is premium and considering that it needs very frequent washing, the cost per wear is high. Investing in merino might be a better choice in the long term. I recently reviewed an option from Sportful, while I don’t think it is as warm as Castelli’s, with less laundering it would provide better value in the long run. However, if you don’t tolerate wool, the Flanders 2 Warm is probably the best alternative you’re likely to find.

I’ve loved testing the layer and will continue to pull it out for training rides on very cold days. For anything milder, I’ll be opting for a layer that doesn’t cling to odours quite as readily.

The Sorpasso RoS W Bibtights rank highly in Castelli’s winter tights range. Second only to the Polare 2 - itself an Arctic-level piece of kit - they are intended for long rides in less-than-appealing conditions, with a suggested temperature range of -2°C/28°F to 10°C /50°F.

I’m an old-school cyclist: I like to build a base in winter, to put in long outdoor rides, and shelve intensity until there are signs of spring, which makes a pair of the best bib tights essential kit for me. Reading the specs of the Sorpasso RoS W Bibtights made me think I’d found the perfect armour for my winter training rides in the UK.

During the first two months of 2026, the weather gods made every effort to put me off outdoor riding. The Sorpasso RoS (Rain or Shine) tights were a gift from the anti-gods. Needless to say, there was no sunshine whatsoever.

Construction

Castelli has aimed to combine warmth, stretch and weather protection through careful panel selection. The front panels use the brand’s Nano Flex Xtra Dry fabric, intended to provide wind resistance and water repellency where they are most needed. The rear panels use Nano Flex 3G, a superior fabric when it comes to breathability and freedom of movement.

All panels are joined with flatlock seams to minimise irritation, and are joined in such a way that the tights could be mistaken for shorts and leg warmers.

The lower leg is particularly well designed; ankle zips sit at the rear of the tight, while reflective detailing sits high enough up the leg that it is not hidden by a pair of the best cycling overshoes.

For the upper body, an open-weave mesh panel at the rear holds the bib straps firmly in place. The entire upper feels and looks very robust; the joining seams are well-stitched and as wide as the design will permit to help spread the load.

The tights are finished with Castelli’s Progetto X2 Air seat pad, a long-distance favourite designed to provide support without bulk.

I’ve been testing a size medium - my go-to size for most cycle gear - and it’s a great fit. I’d say stay true to size with this piece of kit. The tights are available in sizes XS-XL.

The ride

Pull on the Sorpasso tights and you immediately feel ready for a winter training ride. The fleecy lining feels warm and comfortable against the skin. None of the fabrics are restrictive, they move naturally when riding and never pinch or squeeze. For me, the tights offered medium compression. Although the interior of the front and thigh panel, made from Nano Flex Xtra Dry fabric, appears less fleecy than the rest of the tights, the difference is imperceptible against the skin.

The tights are easy to get on, thanks to the thoughtfully placed ankle zips - why have we waited so long for a manufacturer to place zips at the rear? I didn’t sense the zips when riding, with or without overshoes, which isn’t always the case with laterally positioned zips that can irritate the ankle.

I wore the tights across the full range of temperatures suggested by Castelli. For me, they were optimal between -2°C/28°F and 6°C /50°F. The fabrics keep the leg muscles toasty warm, enabling them to work as hard as you ask them to.

The fabric repels road spray brilliantly. It also handles very light showers. After six weeks of several rides a week in persistent rain, I needed to treat the fabric with a reviver - the original PFAS-free DWR treatment is not designed to handle the volume of water I was exposing them to. With a reputable reviver, the fabric is restored to its original efficacy, once again perfect for misty conditions and wet roads.

Above 6°C /43°F I found the tights a touch too warm for anything remotely intense. I could still use them for very easy rides up to about 8°C /46°F. Everyone has their own internal thermostat, however, for me the tights were overkill in 8°C /46°F and above, where I overheated while riding steadily. Even if I dialled down upper layers I was unpleasantly warm. The small section of doubled-up fabric at the abdomen, plus the mesh panel at the rear do an excellent job of retaining body heat - exactly what you want in freezing temperatures, but less welcome when the mercury is nearing double figures. In these milder conditions, my torso would begin to overheat if I increased the intensity.

Arguably, there’s no better way to test an endurance pad than with a 230km Audax. This dry outing was off the back of weeks of rainy rides. The chamois had already impressed. Cheaper pads and poorly finished seams (around the chamois edge) can have painful consequences in wet conditions; soaked skin is far more vulnerable to abrasions from rough fabrics and stitching. During six weeks of consistently wet rides, I never once felt discomfort with the Progetto X2 Air seat pad. Over the eight-plus hours of the Audax, I didn’t feel too hot, or uncomfortable at any point. It’s a very supportive chamois that, despite its thickness, flexes naturally and doesn’t feel bulky underneath you.

The Sorpasso’s only real drawback, if it matters to you, is the lack of an easy-pee design. In my experience, many of these systems can compromise durability and, if not carefully executed, can end up being more of a faff than a solution. With the Sorpasso’s bib construction, it feels like Castelli have prioritised long-term durability instead. As a result, there are no shortcuts when nature calls while wearing these, so they’re tights to avoid if quick roadside stops are high on your priority list.

Value and conclusion

At £220 (currently not available in the US), these are among the more expensive bibtights I have tested. Prices are undeniably creeping up - seeing tights with RRP’s inexcess of £200 is becoming a regular thing. Rapha’s Pro Team Winter Tights, for example, have an RRP of £275.

At full price, I’d argue the Sorpasso only represent good value if you regularly ride in cold to very cold conditions. Comparable-performing tights, such as Sportful’s Fiandre Women’s Bib Tights at around £150, could reasonably be considered better value for many riders.

That said, as someone who doesn’t shy away from riding outdoors when the temperatures drop, I place real value on the levels of protection the Sorpasso offer. The thoughtful design - particularly around the lower leg and bib area - also stands out. Even if the upper isn’t pee-stop friendly, it is durable. Add the exceptionally comfortable pad to the mix and, personally, I can justify the outlay. At the current discounted price of £132, they’d certainly be a purchase I’d snap up.

Team Total Energies might best be described as ‘breakaway merchants’, such is their journeyman style standing in the WorldTour, but that doesn’t mean they don’t get access to some very decent kit, via some presumably quite lucrative sponsorship deals.

One such kit provider is helmet experts HJC. And you might be forgiven for assuming it’s also a bit of an underdog.

That might well be true in cycling, but if you’re a motorcycle enthusiast, you’ll recognise those three initials alongside Shoei, or Arai—brands which have been associated with the top-flight of motorcycle racing since the invention of the internal combustion engine. They’re helmet sponsor for Monster Energy Yamaha, and you’ll see HJC logos all over any superbike or MotoGP paddock. When it comes to pedal power, HJC is not nearly so visible, and that could be a real blindspot if you’re after a really good alternative to the higher profile brands.

HJC know what they’re doing in protective headwear. We last tested the Furion some seven years ago, and both this helmet and helmet technology have come on in leaps and bounds since then, when it compared very favourably to some of the highest profile brands in the market at that time.

That's unsurprising, since they have actually been making motorcycle helmets for over 80 years and whereas brands who don’t have such a lustrous heritage in protective headgear might buy-in helmet ingredients like Mips, HJC just borrow theirs from the motorcycling division and sprinkle them liberally into their cycling designs. They even have their own wind tunnel where the Furion 3 is developed.

Design details

The HJC Furion 3 is apparently, therefore, what happens when a motorcycle brand brings all that safety and performance expertise to bear in a cycling context. The result is, in its words a “semi aero, highly ventilated, racers’ helmet,” which it says, “is aimed at those riders looking for the ultimate in speed.”

It sits at the top of the range, way above HJC's more entry level helmets such as the Antara, which we tested a while back and gave a not far from top mark of four stars to, and rated it for it's excellent value at just £75. This one is an altogether more premium affair at £209. But that puts it at the more accessible end of WorldTour helmet tech. It's more conventional less-aero intentioned road-racing helmet is the similarly specced Ibex, which also tested well last time we got our hands on one, and was singled out for an editors choice award.

But despite Furion 3's unashamedly techy intentions, it is mercifully conventional in its design, with a lovely matte blue finish and discreet white logos. It looks very smart indeed. At the rear of the helmet, above the exposed head cradle, the rear vents are finished in a matte burgundy red, which give a nod to an afterburner on a jet fighter, but not so much in its darker hue that it feels silly.

Inside the helmet, the proprietary tech promised with multiple individual brand marks and icons in the press release is discreetly placed. In fact, on first glance, the interior appears minimal.

There’s no red and yellow Mips cradle, which is common in so many helmets these days, and you’re hard pressed to spot the padding, but that’s a deliberate approach which it calls ‘Coolpath’. This, it says, removes the padding that blocks airflow or causes turbulence inside the helmet.

The Mips type system is there, or at least HJC’s own version, which it calls ‘SLID’ (Sliding Layer Impact Distribution). It’s similar in appearance to systems like Kineticore in Laser’s helmets, in that there’s a cage structure in the crown of the helmet. This one is joined to the EPS liner at four corners, with two four or five cm gel pads. These, it says, not only work to reduce rotational impacts but also reduce impact energy. The system was first developed for their motorcycle helmets, and HJC claims with some confidence that it is the ‘Apex of cycling helmet safety.’

We cannot confirm or challenge that assertion, except to say that we have criticised brands like HJC in the past for not adding in the familiar 'branded' helmet ingredients that drive enhanced safety in helmets, but in this latest version here, like Laser and other brands have done, they've sought their own solutions to the same problems. This particular HJC system comes across from its motorcycle division.

Third party testing of these systems, would give consumers more confidence of course. HJC helmets are not sold in the USA, so it doesn't have the now very common and reassuring Virginia Tech rating, sadly.

The pads, whilst discreet and few, include what HJC calls X-Static technology, which is essentially a way of embedding the antibacterial properties of silver into the thread used to make the pads. Handy for keeping nasty smells at bay, and presumably, overall more hygienic than conventional pads.

The helmet takes the form of the common semi-aero design, with limited ventilation, and channels to direct air over the surface, with a focus on maximum aerodynamics. That said, it’s certainly not an unventilated affair, with ten discreet vents and channels designed to accelerate air over the surface of the helmet as it detaches at the rear.

There’s a fitting system inside which it calls ‘Selfit-pro’, with five individual points of attachment to choose from for fore and aft positioning of the adjustable cradle. Once set, the internal adjustment is actuated with a large, round, easy-to-locate and move dial which pulls in the frame and cradles the head snugly. It’s similar to everyone else’s alternative system, and will be familiar.

Whilst the focus is on lightweight and aero performance, the helmet has an overall feel of class, and all of the materials involved help that sense of quality along nicely.

The safety aspects of the helmet, aside from the clever ingredients, comes down to how the EPS and shell is made. In this respect, there’s an internal and rigid structure inside the EPS to add strength, and the shell is bonded to the EPS liner in the mould, which adds a degree of strength to the system as a whole.

Setup

Getting the product out of the box for the first time, it’s striking how well they’ve nailed the overall feel. The tactile finish and matte tones add to an initial sense that the people who made it know exactly what they’re doing.

My initial concerns about the lack of padding quickly fell away as the helmet settled on to my head. There’s no sense of sharp edges, or cheap materials as it finds its fit. Adjustment is fuss free, and I was struck by how comfortable it is straight out of the box.

HJC’s system cradles my skull a little higher up than some, which is good for me. That’s very subjective, however, and here and on the forehead, it seems very ergonomic and very well considered, giving a real sense of security in the fit, without any of the pressure points or edges that can become a nuisance over time.

Crucially, the helmet features dedicated ports for stowing sunglasses in the front vents – table stakes these days genuinely – and they hold my various pairs securely without rattling, even over rougher roads. I tested it with 100% and POC models and a couple of casual pairs for good measure. The majority located easily when wearing the lid, locked in nicely, and sit nicely off the helmet.

Pre-ride, first impressions are exceptional. The plain looks, and lack of visible ‘ingredients’ or worries about tech not ‘falling out’ of the box initially, quickly give way to quiet confidence in the overall quality. Like any good helmet, once it’s on, you don’t think about it again. Except when admiring it, when stopped.

It does come in some absolutely lovely and seemingly unlimited colourways. I loved the red and blue version I had, but there’s a lovely Rosewood version or a dark grey and gold, and even a neon orange option if you’re moving on from a POC, but need the visibility. There’s white, silver, and black also.

It comes in S (51-56cm), M (55-59cm) and L (58-63cm). I have a big head and fit a large in most helmets, and sizing seemed similar, with no surprises. The helmet weighs a claimed 245g which is very competitive, and lighter than helmets more expensive than this one.

Performance and accuracy

Out on the road, you quickly forget it is there. There’s no wind noise, no buffeting, and the venturi system works beautifully to contribute to a breezy feeling which at no point made the helmet feel in any way uncomfortable.

Out of the saddle efforts couldn’t overheat my head, and despite the relatively cold weather I was testing it in, I tend to run hot in everything and the HJC Furion 3 gave me no sense of claustrophobia, or that it might retain too much heat. In fact, you could be forgiven for thinking it was a normal vented helmet, one perhaps with far less aero pretension.

I do sweat pretty profusely in almost any riding conditions and, even when pretty damp, the limited pads never felt overwhelmed or sodden, which suggested they were wicking well and doing their job. No helmet can work hard enough to keep your head fully dry in the summer, but back to back with lesser items, this HJC is noticeably higher spec in the fabric choices, and the premium materials do work harder. I can’t judge if they’re better or worse than a comparable spec helmet in that department, but they’re comfortable and competent for the price point and beyond.

Despite having a wind tunnel at their disposal, which they say they’ve used in the development of the helmet, there was little comparative data provided. There was a graph, on which it appears faster than three other helmets on test. I don’t know why brands still insist on showing us graphs with anonymised data on them, with no sense of the speed tested at, or anything else. It makes it feel somewhat meaningless, and let’s be honest, it is.

In that sense, my experience on the road can’t enlighten us further. I can’t tell you how fast it is, anymore than I can tell you how safe it is – I didn’t headbutt any cars – but it certainly seemed to be well considered in both departments. The aero in the helmet is very quiet, despite the aforementioned breeze from the venturi effect vent designs being noticeable.

The shell is made in a mould with the liner and internal frame, which gives some structural advantages and is a technology shared with the very best road cycling helmets – it's clear it's a very high quality item, even when set against spendier equipment.

Value

HJC is an underdog in terms of brand visibility alongside Met, Giro and Kask, but from the time I’ve spent – really enjoying – using this helmet, the product is right up there, and comes with the credibility of a brand that may not be so visible in cycling just now, but that makes some of the best motorcycle helmets in the market. As a cyclist and ardent biker too, that does count for something in my book.

Under £200 for a wind tunnel tested, WorldTour level equipment, aero-intentioned helmet is extremely good value indeed. Compared to very high end kit such as the Met Trenta it is considerably cheaper by around £100, but POC, Kask, and many others are more expensive also.

The elephant in the room, when comparing ‘WorldTour’ level helmets is and remains the incredibly well-specced Van Rysel RCR-F Mips, which despite HJC’s apparent value alongside more prominent brands, cannot compete with the VR helmet on price. It remains an unbeatable £90 cheaper than the Furion 3.

If you can afford the jump up and want to prioritise style and finish, the Furion 3 doesn't lack anything that the more expensive competitors. Comes with that biker brand heritage baked in, and it stacks up as really good value alongside the really expensive gear.

Identifiable by its innovative two-layer construction, Castelli’s first Alpha Jacket was launched in 2014. Over the years, there have been tweaks to the design. In late 2025, Castelli launched the Alpha 150 jacket - available in both men’s and women’s versions - describing it as ‘the ultimate winter cycling jacket’. It's featured in our winter guides regularly over the years.

CONSTRUCTION

Castelli’s exclusive Polartec® AirCore™ fabric, used for the outer shell of the Alpha 150, is engineered for maximum air permeabilty. The electrospun membrane is designed to aid the beading of water on the fabric surface - this is a mechanical beading. A PFAS-free DWR fabric treatment adds further water repellency.

Remarkably thin for a winter jacket, and similar to many of our favourite waterproof jackets, the fabric has plenty of stretch in all directions. A two-way zip on the outer layer adds an element of self-control to the air flow reaching the jacket’s inner layer…

The sewn-in gilet, made with Polartec® Alpha insulation, is designed to provide lightweight warmth while simultaneously enhancing moisture management.

The three rear pockets are well positioned. Dropping them a few millimetres might benefit riders with less flexibility, but I’ve experienced far worse designs and never found accessing the contents too challenging.

There is a very easy-to-access zipped valuables pocket on the left-hand side. It’s brilliantly placed for fuss-free access to a house key at the end of a ride when energy levels are low. The bottom of this pocket is almost in line with the bottom of the zip, so if you forget to close it, items can easily escape - speaking from experience! On that occasion, access (infuriatingly, to my house) was anything but fuss-free.

The cuffs are a unique design. While they look sleek, I didn’t find they added any meaningful functionality. None of my gloves integrated neatly with the layering - if that’s the intention - instead sitting either fully over or fully under the cuff. After riding in heavy rain, the cuffs also remain damp post-shower, even though the rest of the jersey dries quickly.

The fit is exactly as expected. I typically wear a medium, and the medium tested fits perfectly. There’s generous length in both the arms and body, a well-considered on-bike cut, and sufficient room for a heavier base layer if needed. I’d recommend sticking with your usual size for this jacket.

The jacket is available in sizes XS through XL and comes in three colour options: Black, Hibiscus, and Bordeaux (as shown in the photos).

THE RIDE

The jacket landed on my doorstep in early January - just in time for the wettest, most miserable start to a year on record. The first few rides were in mixed conditions, with intermittent showers and temperatures hovering between 6℃/43°F and 9℃/48°F. Castelli gives a performance window of -2°C/28°F to 10°C/50°F. I’d say this is well-judged, give or take a degree or two depending on your personal internal thermostat.

From the outset, the jacket impressed, with temperature regulation really standing out. After a few tempo efforts, there were visible signs of moisture on the inside of the outer shell, yet the inner Polartec layer was bone dry - it’s a magical mid-layer.

My base layer wasn’t entirely free of dampness, but very few jackets I’ve tested manage moisture as well as the Alpha 150. The option to unzip the outer was appreciated; the inner Polartec gilet banishes the usual rush of cold air against a warm torso. The upper zipper toggle is easy to grab with gloved hands, the lower less so, but it’s still useful to let air reach the abdomen.

A brief cold snap allowed me to test the jacket in much lower temperatures - think 2℃/35°F to 5°C/41°F. For something so lightweight, it performs exceptionally well. Moisture build-up remains minimal, and there’s no noticeable chill when riding into cold winds or descending at speed. Stopping to change an inner tube on a very cold day was a breeze - no rapid cooling and subsequent shivering.

Short, very light showers were initially no problem for the jacket; water beaded and rolled off, as did road spray. Anything more prolonged dampened the outer, though the inner remained relatively dry. Thankfully, the thin outer doesn’t feel weighty when wet. It’s exceptionally fast-drying too - with the exception of the cuffs, as previously mentioned.

January’s weather deteriorated - continual rain, heavy at times. Every single ride during the second half of the month (and into February) was in the rain, on filthy roads. The outer soon stopped repelling rain, instead absorbing it from the moment the first few drops hit it. Considering the 4 out of 5 waterproof rating on Castelli’s website I was surprised how quickly performance deteriorated. With such conditions, the jacket was laundered several times a week. In short, the PFAS-free, water-soluble DWR was being exposed to far too much water - it eventually dissolved.

I’ve treated the jacket with some Nikwax spray-on reviver, it’s now repelling as well as it did on day one. In this PFAS-free era, it is impossible to buy a jacket that doesn’t need regular reviving if you ride in rainy weather. This needs highlighting on companies’ websites so that consumers aren’t misled by ratings. Nikwax’s profits should be booming. For a jacket in the price range of the Alpha 150, I think Castelli could include a free bottle of reviver upon purchase of the jacket. The need to use it will naturally correlate to how often you ride in the rain and wash the jacket.

VALUE AND CONCLUSION

With an RRP of £360/US$420, the Alpha 150 sits firmly in the ‘premium jacket bracket’. If you feel prices are getting a little out of hand, look at Q36.5’s Dottore Termica Light Mediterranea Jacket, with a comparable double-layer construction, which retails for £450/US$600. At the time of writing, the Alpha 150 is available direct from Castelli for a more palatable £252/US$294.

Other comparable options include Rapha’s Pro Team Shadow Winter Jacket at £325/US$435, though the stated temperature range is fairly conservative - -2°C/28°F to 5°C/41°F - so it arguably doesn’t represent the same level of value as Castelli’s. Assos’ Dyora R Habu Winter Jacket is another premium contender, claiming similar protection in temperatures from 2°C/26°F to 11°C/52°F, and priced at £335/US$450.

Of course, stepping away from premium brands opens up more affordable alternatives. For example, Lusso’s £160 Perform Winter Jacket, or one of Van Rysel’s winter jackets options which all come in under £80.

Given the substantial discount available at the time of writing, the Alpha 150 stands out as strong value among premium offerings. That said, I still feel the waterproof rating is somewhat exaggerated. This is worth bearing in mind if you’re considering a purchase - it will only become a concern if you regularly ride in sustained rain. In such conditions, I’d recommend adding a fully waterproof outer layer, along with a suitable reproofing treatment such as Nikwax (no doubt other brands will follow, if they haven’t already).

I came into the review of the Giro Gritter gravel shoes with high hopes. The Giro Imperial II was my favourite road shoe last year and remains my go-to after a year of riding and racing. Unfortunately, the Gritter doesn’t generate the same affection.

The Gritter is a solid performer with several notable strengths. Power transfer is strong, and despite my moderate arches, I didn’t experience any hot spots or pressure points that sometimes plague me. It’s also surprisingly capable during hike-a-bike sections, offering more versatility than expected.

Where the shoe fell short for me was in the fit. One of the standout qualities of the Imperial II was its snug yet flexible feel: secure without being restrictive. The Gritter, unfortunately, lacked that same balance. Its long platform, narrow toe box and relatively structured upper made it feel less dynamic than its road counterpart, and I struggled to find the same comfort and connection.

That said, for riders with the right foot shape and the right use case, it could be a dependable and capable option.

Specs:

• Use case: Gravel racing, mountain bike racing, bikepacking
• Materials: Carbon composite and rubber sole, with a Syncwire fabric and “film” upper
• Closure: Li2 Boa Dials
• Cleat compatibility: Two bolt spd compatible
• Weight: 331 grams (size 45.5 European)
• MSRP: $435 USD/ £ 384.99

Construction, features, looks

The Gritter, as with so many other gravel shoes like the Shimano RX910, Specialized Recon, and the Quoc Gran Tourer, is a stripped-down, dual dial shoe. The tongue straddles the two rigid side panels, offering the bulk of the shoe's flexibility and adjustability.

Like the Imperial II road shoe, the Gritter uses the newly refined Li2 closure system from Boa. The Li2 uses lightweight aluminium dials with dual-direction micro-adjustments and a quick-release for a refined adjustment system. Beyond the dials, the shoe has a robust rear build, with a high heel and ankle support. The side construction is also fairly rigid, but doesn’t impact ankle mobility on the pedal stroke.

The highlight of the shoe is its sole construction. The strong carbon composite delivers excellent power transfer, while a neutral arch provides a flexible platform for most foot shapes. Adjustable insole inserts make that even more customisable. Additionally, the rubber tread along the bottom of the shoe is more robust than most other performance-driven off-road shoes on offer, providing a great platform for hike-a-bike occasions. There are plastic toe spikes as well, but I removed them because they made walking on my sleek apartment floors a bit too treacherous.

In terms of colour scheme, the Gritter comes in Light Sharkskin (an off-white), Trail Green and Black. All of the shoes have the same black rubber sole and silver dials. I tested the Light Sharskin in size 44.

The Light Sharskin is an off-white that is closer to a stone than a tan. The Giro logo is a flash of gold that complements the shoe's metallic accents, while the toe is reinforced and painted black. That makes the shoe's overall design look less cohesive, but it allows it to withstand a bit more dirt and tyre rub.

Fit & Feel

For me, the fit issues I experienced had to do with the shoe's front end and the lack of adjustability there.

Giro tries to address the fit challenges of many different foot shapes by offering shoes in half sizes, but even so, I found it lacking. For the Imperial II, I went through a few different sizes before settling on 43.5. I thought it would be the same with the Gritter. It was close, but ultimately the 43.5 seemed short. Sizing up ultimately worked better, with less toe bang overall, but the dimensions were still difficult for the front of my foot.

Ultimately, the fit issues were two-fold: 1) regardless of sizing, the toe box pinched in and was restricting; 2) with that size restriction, I had to run the larger shoe, which created wiggleroom. That wiggleroom was not just in length but also in height, and I found myself curling my toes and holding more tension in my feet than I would have preferred. I played with different sock combinations and found one that worked well, but I suffered a couple of toe blisters first.

If you have a narrow or long foot, the shoe might be a great fit, but the pinched toe box is a fairly specific design choice that some riders may find hard to work around.

Value & Verdict

With an MSRP of $425 USD, the Gritter is a high-end shoe. That price puts it in the same general range as the premium offerings from Specialized, Shimano and Fizik. Materially, the shoe is certainly on par with those, offering excellent power transfer, versatility and clean aesthetics.

Ultimately, the big variable that will determine the overall value is fit. For premium shoes, it is a big investment for a fit that I foundto be far from broadly compatible.

Rapha’s Shadow range, first launched in 2016 in response to Castelli’s Gabba rainwear, was updated in autumn 2025, hailed as the “ultimate winter training system for changeable conditions.”

While the range doesn’t include many accessories, I was excited to get my hands on one of them - well, technically speaking, get my hands in one of them. With a suggested temperature range of 4°C/39°F to 12°C/54°F, the relatively mild winter of 2025 provided plenty of opportunities for testing; there were only a few rides when I couldn’t venture out wearing the gloves.

Construction

The back of the Shadow Gloves is made from a combination of recycled polyester (73%) and elastane (27%). The elastane provides ample stretch without compression. This outer seamlessly extends up and round the wrist, replacing any kind of separate cuff. The gloves sit well under a jacket - the fabric is not bulky - or pull easily over a jersey thanks to the stretchy fabric. They look classy, too, with a ribbed design and a reflective Rapha logo.

Palm-side, a recycled AX Suede has very little give, making it a perfect design for grip and control. The suede creates a decent level of friction between the glove and bar tape.

Despite feeling like they don’t have a separate lining - nothing pulls away when you take off the gloves as it can with some lined gloves - a claimed (92% recycled polyester, 8% elastane) lining composition makes me think it’s integrated into the shell. Indeed, to the touch, the interior is much fluffier and softer than the exterior, making for a cosy yet low-bulk feel.

Rapha have used 'Connect' tips for touchscreen compatibility on both index fingers and thumbs. There is also strategically placed reflective detailing on the outer edge of both gloves.

The ride

I've been testing a size medium, as suggested by Rapha's size chart. They are a good fit. I'd suggest staying true to size for this particular glove.

The gloves feel great when you pull them on, striking a great balance between cosiness and full dexterity. Everything is possible: Boa dials, helmet clasps, zippers, etc. The touchscreen compatibility is very good; I’d say it’s effective nine times out of ten, with damp conditions being the primary cause of failures.

On the bars, the gloves continue to impress despite having zero palm-side padding. The suede offers a level of grip I’d normally associate with race mitts - indeed, I wouldn’t hesitate to go to a start line wearing these in cold conditions. That’s perhaps no surprise, given the Shadow range has been “engineered and fine-tuned with WorldTour” riders.

They’ve been used in the full range of suggested temperatures, and beyond. I’d say they're at their best around 8°C/46°F degrees. As the mercury neared 12°C/54°F, they became overkill, with noticeable moisture build-up if I removed them and put them back on mid-ride. At the lower end of the stated range, they remain surprisingly effective - don’t be fooled by their lightweight appearance and feel. While my hands weren’t exactly toasty below 5°C / 41°F, they certainly weren’t cold.

I found the gloves’ limit on a cold morning ride that climbed into a blanket of fog and a layer of thick frost. As the temperature dropped to around 2°C / 36°F, my hands began to suffer. Thankfully, the DWR treatment was sufficient to fend off the thick, hanging fog, keeping my hands dry and allowing them to warm up again after losing some height.

That said, the DWR does have its limits. Road spray is no problem, but anything more than a very short, light shower overwhelms it. Persistent drizzle will soak through in around 15 minutes, though thankfully the gloves don’t become as heavy as some alternatives.

Durability is my only potential niggle with the gloves. The grippy palm-side suede could place extra strain on the construction; any seam joining fabric-with-stretch to fabric-without-stretch is under strain. Here, the hand makes micro-movements inside the glove while the palm-side suede remains fixed in place. On my test pair, a small section of stitching between the palm-side suede and the stretchy back panel has come loose. Rapha assured me this was a manufacturing, saying, "Rapha is committed to excellence and stands behind the quality of its products. However, from time-to-time manufacturing faults can occur so if you think your product has suffered a manufacturing fault, please contact us. We'll replace the item unless it has been damaged as a result of excessive or long term usage." I’ve continued using the gloves since noticing the loose stitching and, after four weeks of continual use, it hasn’t worsened.

Value & conclusion

At £75/$105, they compare well with Castelli’s RoS Perfetto glovethat I tested these several years ago. During the second winter of use, the seams gave way. By the third winter, they were in absolute tatters - a high price doesn’t always equate to quality. It’s a real shame about the stitching on the Shadow gloves since every other aspect has impressed - full dexterity, comfort, grip, protection and looks. If it wasn’t for the loose stitching, the price could be justified. That said, at least Rapha would replace them if this happened within a month of purchase. I’d personally want a longer time period here.

The most durable pair of cold-to-cool weather gloves I have ever tested are by Sportful, though the pad positioning isn’t perfect for me. Their prices are significantly lower than both Rapha and Castelli - for example, their Classic Winter Gloves are just £45/$60. These are surely good value, if they fit you well.

If you’re a Rapha fan and are willing to take the risk on questionable durability, then the performance, looks and comfort of the Shadow gloves won’t disappoint.

The Ultimate Glide are the Italian brand's most expensive offering and among the priciest road shoes you can buy. They feature many of the elements you'd expect from the best road shoes offering - stiff carbon soles, hand-made upper, Boa Li2 dials - but how did they fare out on the road?

Construction

The Nimbl Ultimate Glide shoes build upon the same carbon fibre sole platform that all of Nimbl’s road shoes use. This has been updated to a new monocoque chassis which aims to improve the power transfer and stiffness while maintaining the low stack height and fit geometry of the previous generation.

A stack height of less than 2mm is still claimed, however this new sole is not compatible with 4-bolt Speedplay mounting, something now limited to the standard Nimbl Ultimate as used by the Visma Lease-a-Bike team. That does mean the lowest pedal platform stack height combination is not available with these shoes at present.

A 3-bolt cleat attachment is still used with generous fore and aft adjustment potential, while there is both a toe tread and replaceable heel tread.

An interesting thing about the carbon sole is that it wraps up around the foot, mostly at the heel, and partially across the whole length of the sole. This is to give a 'tub like' structure to hold the foot well in place.

The largest update compared to the Ultimate is to be found in the upper. It’s a microfibre design which promises to be easy to clean while being stiff yet pliable. Whereas the Ultimate uses a classic shoe tongue design, the Glide is more akin to the Shimano S-Phyre range having the two sides wrap over each other to remove the tongue and with it the additional weight. The upper also features many small perforations to assist in temperature regulation.

Retention of the shoes is done using the latest Boa Li2 dials, which offer micro-adjustments for both tightening and loosening, with a pull to release for easy removal of your foot from the shoe. They feature a textured metal dial which is easy to grip and rotate with relatively strong amounts of force. This tightens the non-stretch laces which have one pivot point on the upper to adjust the opening size, and three pivot points on the lower section to adjust the volume of the shoe.

Claimed weight is 190g for a size 43 shoe, while the 45s on test actually came in lighter at 185g for one shoe and 368g for both, including insoles.

Sizes available are 39 to 47, with half sizes all the way across this range. Colour options are black, or white with silver dials and white with gold dials and details.

The ride

I appreciate that Nimbl has taken quite a progressive view on cleat mounting as there is a lot of fore and aft adjustment available; it’s possible to fit the cleats more towards the rear than on many shoes.

Something I’ve come to enjoy about Nimbl shoes is that they have a particularly low opening for the foot that does not extend far up the ankle. This means that getting them on is incredibly easy. Not really a performance gain outside of triathlon, but it’s nice not to need to un-lace them too much or get a shoe horn involved.

Once on, there is a slight element of unforgivingness in the stiffness of the upper, however this disappeared after about three hours of total riding time and did not reappear.

Even with such a low and open foot opening, the shoes grip on to the heel impressively well. There are no silicone dots or other gripping devices at the heel to keep it in place, rather the upper dial pulls the opening closed a touch. I found that I tended to tighten the upper dial far more than the lower one, which gave a secure fit but not a constrictive one.

Nimbl does use a wider last than many shoe offerings, but this suits me very well. The sole of the shoe extends up and wraps around the foot. This is most pronounced on the heel, while at the front it is far less. I’m a big fan of this design element as I used to use Bont shoes, but the sole extended further up the front and led to toe rub on my little toe. Nimbl use an upper that has some pliability meaning this was not an issue here.

A major benefit of this carbon sole is found in the performance. It’s incredibly light, stiff, and has a very low stack height. Low stack height has been quoted as resulting in a figure of 1% performance gain for every 1mm of stack height lost due to closer interaction between the foot and the pedal. These are very small margins, smaller than the margin of error for most testing, so I can’t confirm that. What I can confirm is that these shoes are brilliantly stiff.

Tightening the lower dial down to the max, the shoe does become a bit constrictive, but for sprinting it’s an absolute dream. Mashing the pedals in big gears at low cadences or attacking at high cadence ragged sprints, the shoes felt wonderfully connected to the bike transferring every ounce of energy to the pedals.

This sensation carried over to more prolonged efforts either seated or out of the saddle. There was no give in the shoes at any point and they always felt ready to attack. This is also likely helped by the low weight given that the feet rotate and rotational mass requires a decent amount of force to move. Spinning at a light cadence felt easy, and high capacity efforts at above 105 rpm felt almost effortless. They’re not quite as featherweight as the lace up counterpart, but they beat most of the competition when it comes to dual-Boa equipped shoes.

Initially I was cautious about the white colour of the shoes. However, the upper is very easy to wipe clean, with only the fabric inserts around the Boa laces being susceptible to lingering dirt; the black option removes this potential issue further. I also appreciate the practical aspects of toe and replaceable heel guard. It makes walking in the shoes easier and boosts longevity, especially important in a shoe that costs this much.

The shoes do lack ventilation. There are zero vent holes on the sole of the shoe, while perforations on the upper don’t do much to let cool air in. Rather, these allow some excess heat to escape, but it is a touch limited. With the wraparound design of the shoe as well, there is an overlap of fabric which can get toasty. It’s still preferable to a traditional tongue design personally, but for properly hot weather having more mesh is essential for comfort.

As with the Ultimate Air shoes I previously reviewed, I also had to change the insole out straight away. The provided one is lightweight, but offers very little support. Having a higher arch in my foot I used custom insoles, and this changed the platform stiffness and comfort massively for me.

Value

These are far away from being a value set of cycling shoes; the Nimbl Ultimate Glide are firmly in the halo category along with the likes of the Q36.5 Unique Pro and Specialized S-Works Torch Remco which both sit at the same price point. What that means is that these shoes are among the lightest, stiffest, and highest performance of cycling shoes. However, as with many items, the return on investment becomes smaller the higher you go.

In the same way that mid-range groupsets have more performance than lower end ones, they are often very close in performance terms to the top-end offerings even though the price increase is the same, or larger from the low to mid-range. That fact applies with these shoes as well, they are, objectively, a better performance road shoe than something that sits in the £300 price range.

However, the performance gap between a £200 shoe and a £300 shoe is possibly larger than the gap between a £300-350 and a £550 shoe. But that performance gap is still there. For the majority of people, a more high-end shoe, even if not halo, will offer them enough performance for most situations.

However, if you're in search of the extra percentages the Nimbl Ultimate Glide shoes are up there with the best shoes that I have had the privilege to use. Would I buy them myself? I would consider it if I was still racing at the level I once was and I had the money. But in my position now, I would likely opt for a 'cheaper' shoe that offers 95% of the performance but saves you £200. If you have the cash to splash though, you will not be disappointed with these shoes.

Nubes, the Italian word for ‘clouds’, is an entirely appropriate name for this winter shoe from Treviso-based brand Sidi. You could wear a pair when the skies are clear, the sun is bright, and drifting snow lies deep on the gravel tracks, but you’ll probably end up with frozen tootsies. They’re very low on insulation, which doesn’t inspire confidence in the face of bitterly cold weather.

Instead, these are the shoes to reach for when the weather gods deliver a thick layer of cloud cover that traps a little winter heat. You know, the murky, temperate grey days that define the UK and, increasingly, much of North America too. Days that are miserably wet and cold, yet too warm for full-on winter booties – there’s nothing worse than starting a ride feeling toasty only to end up unpleasantly sweaty.

Sidi does make a PrimaLoft-enhanced version, called the Algor, for proper cold-weather riding, which my colleague Tim Russon reviewed favourably. I’m reviewing the two-bolt SPD version of the Nubes here, but there’s also a three-bolt road version. Confusingly, Sidi and its UK distributor refer to the two-bolt shoe as both the Nubes MTB and Nubes XC, but they’re the same thing. Despite these ‘send it’-inspired names, they’re just as capable as a winter gravel shoe, as well as a marginally flexible road shoe.

Construction

The latest Nubes MTB/XC shoes have a truly minimalist aesthetic. Until recently, the shoes were dominated by a large reflective brand logo on each heel, but thanks to a recent rebrand, there’s now just a subtle Sidi logo on the upper forefoot. While I never found the previous iteration offensive, the new design does look more premium. Are they winter shoes, boots or booties? Your choice – I’ll use the terms interchangeably.

The upper is a matt-textured thermoplastic polyurethane (TPU) laminate that’s branded ‘waterproof’ and feels suitably thick and durable to the touch. This is reinforced from the toecap to the heel cup with a thin yet tough rand. There’s very little stitching in evidence, with just two visible seams, one at the heel and the other just rear of the toecap. This near-seamless design should increase the likelihood that the upper remains weatherproof over the long term.

The TPU upper extends quite high over the ankle before being capped with a soft neoprene cuff. This contrasts with similarly priced rivals, such as Shimano’s MW502 and MW702 models, which have a more shoe-like upper bonded to a much taller neoprene cuff. Neither design is superior; both are a trade-off between comfort (flexibility) and weatherproofing.

The upper is sealed with a smooth-running, high-quality YKK waterproof zip that travels diagonally from forefoot to ankle. Once zipped up, the zip slider is enclosed at the top of the shoe by a hook-and-loop tab that also fastens the neoprene cuff.

The sole is a nylon-carbon composite, with chunky rubberised lugs at the heel, forefoot, and toe. The toe section is replaceable and has fixings for a pair of studs should you need more grip on super slippery CX, XC, or gravel hike-a-bike sections. Sidi awards the sole 5/12 for stiffness, which is its lowest (most flexible) rating. However, take this rating with a pinch of salt – I can barely flex the sole in my hands, neither laterally nor torsionally, so it’s far from floppy.

Unzipping reveals a fabric, shoe-like internal structure that feels as if it could be pulled from the TPU outer, but it’s actually fixed firmly in place. The entire interior is lined with micro-fibre cloth, backed with what feels like slim foam; strictly speaking, these booties are insulated, but not substantially so. The included insoles are comfy enough but fairly basic. Sidi does not include arch support pad inserts, which is a shame.

The Nubes feature a simple speed-lace system, fastened with a sprung-loaded toggle. You won’t find any Boa or Sidi Tecno dials here, but that’s no great loss. The lace channel is, however, incredibly short; a detail my co-reviewer Tim also noticed. The tongue is soft and well-padded, preventing the lace cord from biting into the instep.

Sidi has attached two nylon webbing loop straps to the front and rear of the neoprene cuff to help pull the Nubes on. The rear strap, about 12mm wide, is printed with four small reflective triangles, an essential touch now that the large reflective logo has been removed. Just below the front strap is a decent-sized patch of reflective material, but otherwise the shoe is as stealthy as it gets. Not necessarily a good look on a winter shoe.

Cleat adjustment is good, with fore-and-aft adjustment via a standard sliding metal plate integrated within the cleat channel. Unlike Sidi’s of old, there’s plenty of scope to position cleats further back if you prefer to get well behind the pedal.

The Ride

The Nubes were my go-to shoes during December and January, months cursed with plenty of rain and a little snow but also blessed with the occasional fine day. Daytime temperatures here in the Cotswolds varied from about -2°C to 11°C (28.4°F to 51.8F), so quite a range. Overall, both months were characterised by mild, wet weather with above average rainfall. Perfect conditions for the Nubes.

I try to avoid riding in temperatures below 2°C (35.6°F) because my narrow local lanes, often shaded by high hedges and tree cover, become cruelly booby-trapped with numerous patches of black ice. This low limit is a perfect test for the Nubes; cold but not severe enough to worry a brass monkey.

Pulling the boots on is easy thanks to the webbing loops and short lace channel; the latter provides a cavernous hole in which to slip a foot. Unfortunately, the limited run of laces only really secures the forefoot; they have very little purchase on the upper mid-foot. The zip closure does a great job of sealing the TPU outer shell, but that’s all it does; it doesn’t provide any tension, and neither does the hook-and-loop on the neoprene cuff. This means there’s no way to adjust the fit around the upper mid-foot and ankle; it is what it is.

When reviewing the closely related Sidi Algor, Tim Russon found this a real issue because the cuffs refused to seal around his ‘skinny ankles’ – his description, not mine. My ankles must be as slender as Tim’s because I’m also left with a sizeable gap around the top of the boot. This is not a problem when riding in fair weather on wet roads, when all the boots have to do is fend off spray. However, in downpours, rain runs directly into the boots. Layering the hem of my riding trousers or bib tights over the top of the shoe will ordinarily fix this problem – at least in light showers – but the oversized width of the neoprene cuff makes this hard to accomplish. What’s more, after a dozen pedal strokes, the hem inevitably rides up, breaking the makeshift seal. Trying to ease a tight latex gaiter over the top of the boot is more effective, but still feels precarious.

This isn’t necessarily a design fault; it’s a trade-off. Layering bibs over the top of a shoe like the Shimano MW502 is much easier because it’s essentially a winter shoe with an attached tall neoprene gaiter that fastens tightly around the ankle. However, the neoprene gaiter isn’t as robust or weatherproof as Sidi’s extended TPU upper. Both designs have their pros and cons – so, in the end, it comes down to personal choice. I don’t commute and can generally choose when I ride, which means most of my winter miles are on wet roads, ridden on rain-free days. If you commute or train hard in all weathers, you’ll probably want a shoe that’s less bulky over the ankle and seals more effectively at the cuff. Let’s be realistic, though – no shoe will ever be totally rain-proof.

Tim also commented that the lack of security at the midfoot promoted heel lift during sections of hike-a-bike. I haven’t found this to be an issue. If anything, the short lace run and loose cuff liberate my ankles, enabling a more natural gait, which is a good thing both on and off the bike.

In my experience, the Nubes are very comfortable to walk in, with just enough flex to allow the foot to roll naturally. The rubber lugs inspire confidence on damp babyheads, as well as on wet café floors, and are spaced generously enough to clear mud well. In the saddle, it rarely occurred to me that the soles felt a little less stiff than I’m used to with my super-stiff carbon-soled summer shoes. I can’t provide comparative power numbers (life’s too short!), but I can tell you that the soles on my giant size 48s are stiff enough to spread the load evenly across the entire metatarsal area. When wearing soft-soled shoes, I can easily feel where the small SPD pedal interfaces with the sole, which, on longer rides, can lead to a hotspot. That’s not the case with the Nubes. Talking of comfort, these shoes feature Sidi’s ‘Millennium’ last, which means they’re not only true to size – quite a departure for Sidi – but also wider in the forefoot and toe box. So, there’s no need to size up a full size, as you may have done in the past.

That said, even if you prefer your summer shoes on the tight side, I recommend choosing a slightly more relaxed fit for winter riding. Looser fit improves circulation, keeping your feet warmer. Everyone is different, but I found the Nubes perfectly serviceable at 2°C (35.6°C), so much so that I wouldn’t hesitate to wear them in conditions a few degrees cooler. At the other end of the scale, my feet were getting pretty warm while climbing hills at 7°C (44.6°F), but not uncomfortably so. I suspect they would have been unbearably hot in insulated boots.

Value and conclusions

It’s easy to chase the numbers when choosing cycling gear, yet we should focus on the relevant use case. At a glance, ‘stiffer’ and ‘more insulated’ seem like positive attributes, but both qualities will work against us in the wrong conditions. In the UK and other temperate regions, there’s little call for super-warm shoes that will keep you toasty down to -5°C (23°F) and below. Most of us rarely see that kind of weather, and few of us will venture out in it on two wheels. I believe 2°C to 7°C (35.6°F to 44.6°F), give or take, is a much more realistic weather window for most riders, and a sweet spot for the Nubes.

Unless you're racing, I see little need for ultra-stiff winter shoes. Gravel trails in January will be wetter, muddier and altogether more technical than in June, which means more hike-a-bike for most riders. You’re going to want a pair of shoes you can walk in.

On that note, I recommend SPDs for winter road rides too, unless performance is absolutely critical. Café stops tend to be more frequent in the colder months, as are mechanicals and punctures, so you’re likely to spend extended time on your feet. It’s dull, I know, but SPDs are just more practical in horrid conditions. SPD pedals are usually better built to withstand abuse, and their cleat/pedal interface clears mud and road grime more easily.

The Nubes cost £174/$219, which isn’t small change, but, sadly, these days it’s considered inexpensive for a winter shoe. Shimano’s entry-level, but very good MW502 shoes are in a similar ballpark at £149.99/$225. The Nubes feel a little more robust, but the MW502s seal better around the ankle.

Lake makes some of the best winter shoes on the market, but its most comparable shoe, the MX146 is considerably more expensive at £225/$. It’s a fine shoe though, with a much better closure system than the Nubes or the MW502.

The obvious alternative is Sidi’s own Algor, which is near-identical but features Thinsulate insulation, which I’d argue limits its usefulness. To extend the Nubes’ operating range, you can always add warmer socks and a Thinsulate insole, but if this solution appeals to you, consider sizing up.

Finally, winter shoes are heavily discounted in the New Year, so you may be able to pick up a pair for as little as £100/$140, which is great value.