Take one look at the Bianchi Pista Steel and it's enough to make your eyes bulge. A polished steel beauty that oozes class, looking every part the city slicker's bike. It's a sleek, boxy old fashioned frame with a traditional steerer and a short rear end that'll have hipsters drooling.

Of course, it's all designed to evoke memories of a timeless bygone Bianchi era, with its traditional looking bars and singlespeed drivetrain. It certainly looks part of history but on paper it has a modern twist to bring it up-to-date for the rigours of the city commuter. It's a CroMo steel frame with butted tubes TIG welded together and it's comfortable enough for short commutes.

Its boxy design puts you in an upright position, holding on to the bars close to the stem. If you ride single speed this is where you'll want to be anyway as it's where your brakes are positioned.

However, the bike is heavy (the part of cycling history nobody wants) and it's enough to make you think twice about longer commutes – mine tended to max out at just over 5km with one hill.

With the bike being so stripped back, there's not much of a specification list to wax on about. Immediate points go to the saddle, which is as close as i'll ever come to sitting on a sofa while riding. So far so good.

The classic bars and FSA five arm crankset also look the part and suit the bike and its purposes fine. The flip flop hub is also a nice touch for those wanting the security of single speed (how I rode the bike) or those looking to practice their track skills in fixed gear form.

The Bianchi Pista Steel bike comes supplied with a 48t chainring on the front partnered to a 16t sprocket on the rear. It's a combination of gears that has suited my South London commutes just fine, and it'll have you spinning along on the flat painlessly with only moderate grunting involved to get up and over any hills – the big one back to my flat had me up and out the saddle.

Getting out the saddle is a bit unbalancing as on the Bianchi Pista Steel you either have to hold on to the tops or get down on the drops (those old fashioned bars don't have hoods) but you soon adapt.

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We ran our test bike with a pair of Shimano's M324 SPD pedals, which on one side are flat and the other SPD. They offer the best of both worlds, with the SPD suitable for those who have a bit of a longer commuter or want to ride it fixed.

The DA-17 rims on Joytech track hubs are heavy, which would be OK if weren't for the fact the Bianchi retails at £845. Paired with the Tektro brakes it starts to paint a picture of an overpriced and underspecced bike.

Of course, this necessarily won't matter to those that know exactly what they want – a great looking, cool bike for short get-about-town trips. For this, it does the job.

The Bianchi Pista Sei Giorni sits within the Italian brand's singlespeed line up of two. The Pista Steel (which means track, steel) is its singlespeed town bike, whilst the Pista Sei Gioroni (track, six day) is designed to offer the real deal – a race ready bike for the boards.

>>> Best track bikes 

>>> Best singlespeed bikes 

Somewhere along the way, however, it seems like the differentiation between the two might have become a little lost.

Bringing with it the bombproof chassis that you’d expect from a bike for city streets, it’s a bike that’s got plenty going for it – but we're not sure we'd add track credentials to that list.

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Construction

The Pista Sei Giorni is built around an aluminium body, with an alloy steerer accompanied by a straight carbon aero blade fork.

The fork itself, along with most other tubing, is pretty bulky – and the overall weight of the built bike is 8.1kg – which is more than others in its class.

The geometry is not hugely aggressive. Our size 51 comes with a reach of 398 with a stack of 502. The reach being significantly shorter than track bikes I’ve tried elsewhere did make for a somewhat welcome relaxation, which isn’t necessarily a bad thing over winter.

However, a ‘winter track bike’ is a requirement for a very small minority of riders.

The seat angle (76) is identical across the Pista and Pista Sei Giorni whilst the head angle is steeper (73 as opposed to 71) – creating a more quick footed ride, which is exactly what you’d want.

The junction between the top tube and seat tube is notably simple, with no real efforts to create bridges or dampen out any vibration – but you’d not expect to need to squash out road buzz on a track bike.

The specification

The Pista Sei Giorni comes with a 48T chainring paired with a 16T rear sprocket. I had to change the set up before I could ride on the track – the 82” gave me a mighty 10” less than my tried and tested gear selection.

Swapping the chainring and cassette ceased to be the simple, routine job it should be when it transpired that the chainring speeced used a 130BCD pattern, so my usually sufficient collection of 144BCD rings had to be bolstered with a new chainring. I also chose a 1/8" chainring as opposed to the 3/32" specced - meaning a new rear cog and chain were required.

The crankset itself is SRAM Touro, which is relatively budget. The wheels are Alex Rims ATD 550’s with Joytech hubs and very uncharacteristically for a track bike these came fitted with Vittoria Zaffiro 25c tyres.

The bars are long and low and of a steel construction - they're also 42cm across all size ranges which seems an rather wide choice. The provided saddle was a steel railed Bianchi creation with a felty sort of fabric overlayed. The saddle and bars were swapped for my own favourites, but that’s personal preference.

All in – if you’re looking for a singlespeed to ride on the road, it’s probably right up there with some of the best options on the market. The spec seems to imply that this bike isn't wholly designed with track riders at front of mind.

The ride

Having spent some time adding to my collection of chainrings, swapping handlebars and setting the bike up with a new saddle, I was hopeful that the frame itself would really sing.

The first test was passed with flying colours: every rider who saw the bike commented on its simple, understated, Italian style. Like black beauty, this pony was wildly admired.

The actual ride was very solid.

The geometry was more compact that I'm accustomed to. Once up to speed, there was a comfort in the shorter reach and it did mean that I was finally able to drop the bars down much lower – something I’ve been unable to do on my own bike for fear of incurable neck ache.

Sitting out of the wind I was happily able to maintain speed and keep the bike ticking along. However, when it came to accelerations, there was a little bit of magic missing.

Keen to determine if the issue was the bike or the wheels, I swapped the AlexRims for my own Mavic OpenPros. The ride was significantly better. However, by this point there was little of the original bike left - and what was remaining felt like a fairly bombproof chassis fitted out with a great set of hoops.

Having tested some absolutely stunning bikes from Bianchi - such as the Oltre XR4 - I was a tad disappointed. If safety, security and reliability is what you’re after, this bike has it in spades but it’s not got the jump on other bikes out there when it comes to speed.

Value

The bike comes in at £950. Considering the fact you can get a perfectly adequate aluminium track bike for half this price, and it’s not a ringing endorsement.

In and around track cycling you don't have to look too hard to see that Dolan bikes are the mainstay of track riders and racers. That's not only true in the amateur ranks but the professional scene too. Bradley Wiggins has ridden a number of Terry Dolan track bikes, many sporting a custom paint job paying tribute to his latest world championship victory.

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 Frame

The Dolan DF4 has been around a while now and won the track bike grouptest we featured in Cycling Active. So from the off I knew it’ll be a good ride. You can’t have this much experience and not produce a solid, well-made frameset.

The DF4 followed the DF3, which racked up an impressive 80 world and European titles in its time and, thanks to its development and I’m sure use by the best track cyclists in the world, the DF4 is 115g lighter and said to be 18 per cent stiffer than its predecessor. The DF4 isn’t discipline-specific either: the all-carbon frame is a favourite among sprinters and endurance riders alike.

>>> Do carbon bikes have a shelf life?

Specification

As listed you can buy this as a frameset costing £1,249.99. This exact build at the time of testing is a penny under £5,000, which is a lot of money for a track bike. However, with a set of Mavic wheels (IO front and Comete disc at the rear) you have here one of the best track wheelsets money can buy.

The savings on the frame against the carbon alternatives like Cervélo, Pinarello and BMC (over which you'll save around £2,000) means that if you have the cash you can splash out on a set of high-end hoops.

Dolan also provided the very stiff PRO Vibe Sprint stem and sprinter-style narrow Alpine bars, but I did wipe these off for something a little more traditionally shaped. These all performed as well as they should and only enhanced the ride of the Dolan.

The Sugino cranks and chainring are definitely good enough (though maybe they don’t look as nice as Shimano or Campag options) and if I had the cash to buy a set of Mavics then I’d certainly finish off the bike with a Shimano or Campagnolo chainset.

Ride

Track bikes tend to come down to being light enough and stiff enough, and very few can't do the job they're invented for. As a result, the right choice mostly comes down to personal preference and price. Dolan’s DF4 is very solid – it is plenty stiff and I never felt like it would let me down in any way.

It was never twitchy but felt responsive and very planted at full speed – even with a mixture of five-spoke wheels, disc wheels and traditional spokies placed in the bike. It might not be the lightest frameset money can buy, but I feel safe in the knowledge that it won’t be bending under load. If the big sprinters can ride these bikes without issue then the rest of us will be fine.

It isn’t as stiff as the BMC Track TR01, though it it's no slouch. Yes, it was a little slower off the line, mostly down to the BMC's sheer rigidity, but I felt very assured riding the Dolan. It gave me confidence being so planted.

Value

This is by far the best-value carbon track bike on the market. The carbon alternatives from BMC, Pinarello and Cervélo are a clear step above the Dolan in terms of price but I wouldn’t say in terms of performance. At half the price of those bike industry giants you’d be mad not to consider this as your track machine.

If you have a keen eye for bikes designed purely by technology then BMC’s latest and most aerodynamic track machine is definitely worth a look. Created for the Swiss national track team, it has broken the Hour record with Rohan Dennis and won gold in the individual pursuit with Stefan Küng. But is this high-priced time-slashing bike worth the money?

Frame

The frameset is designed to be as aerodynamic as possible and was derived largely from the BMC Timemachine, which is the company's roadgoing aero time trial bike. BMC says it followed a simple formula, P2p x subA, which is the formula for high performance cycling, apparently. “Position to Perform maximizes adjustability of rider position while subA innovation creates an incredibly fast frame profile.”

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This basically means the Track TR01 is highly adjustable with its incredibly slender seatpost allowing for a large range of layback adjustment. Four main attachment points, along with the usual forward or backward moment at each attachment, means it's great for the TT position. The intricate integrated stem that comes with the frame looks complicated, but is very easy to use. The stem height can be altered, the length too (with stem shims supplied) as well as the angle. This means you should easily find the right position for you.

Specification

BMC’s track bike came as a frameset only, so I was free to build as I’d like. So I didn’t look any further than the Shimano Dura-Ace chainset and Izumi chain, fairly typical among trackies. I chose a Ritchey Superlogic Evo Curve handlebar and a Fizik Arione saddle mainly for personal preference, but both keep the aesthetic appeal of the bike.

The wheelset is Fast Forward's ceramic five spoke at the front and disc at the rear. These offer great all-round performance and make the bike look amazing. This brings the total build up to a staggering £6,844 (at the time of testing).

Ride

I wasn’t a huge fan of the hinged headset design. I kept checking the bolts were all tight as it’s an unusual design– some of the bolts are hidden! Once that is out of your head though, this frame is incredibly rigid and an amazing ride. As soon as you set off you notice how stiff the whole bike is, even the front end with that hinged head tube feature. With the steering part of the frameset itself it’s next level stiff and for the first few laps felt as though the headset was overly tight. This makes for a reactive ride, though it was planted in flat out sprints, something you need to get used to, especially off the line or from slow speeds.

>>> How to adjust your headset (video)

Value

This is the only Achilles heel in the BMC's otherwise perfect armoury. Even though I can’t fault its performance, on all fronts, it’s hard to say this is a value spend, especially as bikes half the price aren’t too much of a step down in terms of performance. Essentially, you pay top dollar for the technology that goes into this frameset, which does work, but on the track at local level racing you probably don’t need this type of bike. BMC's cheaper aluminium track bike would give you the same amount of joy, for example. The air-cheating detail and the high adjustability are absolutely as good as promised, although whether this is affordable for you is a personal decision – at least you won't see many others around!

Mekk is one such firm and has produced two new models that should cover all bases to cope with the increased popularity of track cycling, from newbie to expert.

We were invited down to Newport Velodrome to test Mekk’s new entry-level speed machine called the T1, which forms one half of its Pista Series, sitting below the more expensive carbon C1.

The company’s move into track cycling was always on the minds of the guys behind Mekk, who have a big passion for racing on the boards. The British brand is the brainchild of Mark Edwards and Ken Knight (MEKK), who between them bring a wealth of knowledge and experience in the race and cycle industry.

Mark and Ken wanted to ensure this frame was the best that it could be so development started from the ground up. They say the finished product is the third in its generation since testing, perhaps proving that they didn’t want to produce a go-about-town singlespeed but a true track racing bike.

The ideology behind Mekk’s framesets or the ‘chassis’ as Mekk calls it, is that it is the heart of the bike and should be good enough for the top-end as well as the entry-level. This is clearly demonstrated in its road range, with a frame that features from base model through to flagship, changing only the components to match price points in the market.

Smooth operator

The triple-butted aluminum frame with carbon fork has the “perfect track racing geometry” according to Mekk, which comprises much of what we see already in its competitors. A shorter wheelbase for punchy sprints and a longer top tube to help the roadies’ introduction into track cycling.

Super-smooth welding gives the aluminium frame a carbon look, eliminating the ‘pigeon-poo’ weld you see on some alloy frames. The fact that the finishing process for each ‘seamless’ weld takes more than an hour emphasises Mekk’s attention to detail. This, Mekk says, means that customers can buy complete and progress in track cycling without the need to purchase an entirely new bike.

So, after much scrubbing in of the new tyres, to ensure no slippage on the boards, we set off, with the pinging of a brand new wheelset settling on its first ride. From the off it was the bike’s effortless acceleration that was most noticeable, which admittedly may have been helped by its low gearing of 48x15. (The bike is supplied with three chainrings: 48/49/50t). Standing starts or rolling at speed, the T1 seemed to be pretty good at forcing you forward.

As well as the good speed pick-up, we also enjoyed the agility this frame offers. Easy to flick up and down the banking, but without creating handling that was ever a handful.

This good balance and neutral handling gives the T1 the ability to settle down when needed. Taking a lap on a small group or sitting behind the motorbike wasn’t made to be a hell ride, meaning the bike never felt twitchy or unpredictable, an all too common issue in sharp-handling track bikes.

To keep the price down, the bike is features Mekk’s own-brand Saturae components and wheels, including chainset, bars, stem and seatpost. These ran smoothly and didn’t flex as much as we’d thought they might, though neither of us are built like track sprinters! The wheels that were fresh out of the box held firm and met all the demands track cycling brings, rolling well and seeming robust enough to withstand a knock or two.

The range-topper - Mekk C1 £1,399.99

Combining much of what we have seen with the T1, Mekk has produced a top end carbon alternative which completes the Pista Series. Utilising the aerodynamic properties from its TriPro Carbon, Mekk use an aero-profiled downtube, rear bladed triangle along with a wheel-hugging seat tube and bladed (removable) seatpost.

Unlike the T1 the C1 is only available in 52, 54 and 56cm frame sizes but do check geometry, as sizing isn’t standard.

The Moda Senza immediately stands out as a rare breed of track bike - one hewn from titanium.

With a brushed finish and clean graphics, the frameset proudly announces its credentials and instantly raises eyebrows and demands questions, in particular about its stiffness and strength when considering the demands of track riding and racing.

Fortunately, the Senza answers many of these the instant you get on and ride it, feeling not only light but responsive too. It weighs in at just 6.8kg.

The balance struck between the material and the geometry gives the bike an alert yet relaxed feel, leading to a surprisingly comfortable but efficient ride, somewhat lightening the mental load that might be associated with a more hyper-reactive machine.

For endurance track riding, where multiple sprints and changes of pace are required, this bike offers the surprising advantage of conserving rider energy - physical and mental - an unexpected but valuable performance advantage.

Out of the saddle, the bike's light weight really comes into its own, such that as you pull on one handlebar the other lands in your opposite hand instantly, reducing your reaction time - especially useful for lighter riders or those with less upper body strength.

Not only is the bike responsive left to right but it offers a more comfortable ride in a straight line too, compliant when following wheels and adjusting for a change of pace, reducing the stress of overcompensating for sudden ‘kick-backs'. This is especially helpful at higher speeds in close company, such as when following a Derny bike, or when racing.

Special materials

By comparison to its more mainstream aluminium brother, the Moda Forte, which I tested in 2011, it has identical geometry and a very similar specification; high-grade load-dispersing titanium (LDT) in the frame makes all the difference to the ride.

This titanium is aerospace-grade titanium, and the forming process during manufacture allows for strengthening in some areas through altering the profiling, while keeping other areas thinner to give the combination of lightness and stiffness that might be unexpected with a titanium frame.

Another upgrade from the Forte is the 8mm socket head bolts that secure the rear wheel into the stays and the fine-tuning screws that allow tailored adjustments to the wheel position for faster and more accurate centring, whatever size the chainring and sprockets.

The frame we tested came drilled for front and rear brakes, a detail a little incongruent with the racy design of the bike as a whole, but perhaps a feature that would make it attractive as an eye-catching fixed road machine. The Load Dispersing Carbon fork that comes with the Senza is a part shared with the Forte.

The American Classic 420 aero track wheels that serve both the Senza and the Forte bikes are definitely good enough to match this upgraded frame, and fit perfectly on this higher-spec bike. These aero wheels are tried and tested, with 34mm-deep aero rims weighing in at only 1,585g for the pair, offering an ideal combination of rapid acceleration and aerodynamics on an alloy clincher rim.

The benefit of the light feel of these wheels is added to by the lightness of the Senza frame and together with the overall sensitivity of the bike is exceptionally good. Acceleration and deceleration both in and out of the saddle is easy to control, enhancing your overall sense of mastery of the machine.

The only other upgrade in the spec from the Forte to the Senza is from an aluminium seatpost to the Barelli SPS carbon version. Other elements completing the build are the solid Miche Advanced Pista chainset (49t), Barelli aluminium bars and carbon stem, cro-mo rail saddle and FSA sealed cartridge headset.

We felt that the handlebars supplied with the 52cm frame were a little too wide, given the size and style of rider likely to use this bike (42cm), but otherwise we'd not change anything in the set-up.

9th February 2011   Words Dan Baines   Photos Chris Catchpole

Fixie bikes are as cool as this winter’s icy cold snap and they offer up some real riding advantages. too

Go to any urban environment and it is hard not to notice the craze for the fixie bike. Once only popular with serious road riders, they are now seen as being the epitome of cool, and why not? There’s something harmonious about riding a simple down-to-earth fixed-wheel bike, the sensation of the bike being an extension of the body is second to none, and without the intricacies of gears and brakes to disrupt the flow of things, you could easily be forgiven for assuming an air of carefree nonchalance.

The Paddy Wagon has been around for a good few years now, and despite being refined every year, it still manages to retain the ethos of what Kona set out to do in the first place. This was to create something with the benefits of a track bike plus build in a decent level of comfort, allowing you to ride it every day.

Build and components

Kona has a reputation for well-built bikes and this is no exception, the neat welding of the butted cromoly tubing is what we’ve come to expect from the brand. It’s nice to see some intelligent detailing — the mudguard bosses would easily support everything you wanted to carry if you add a rack.

The double bottle bosses are a nice touch and encourage you to take the bike a bit further afield, and to top this off, there’s the pearlescent paint job, which amicably stands up to daily knocks.

Kona could have opted for a carbon fork, but has stuck to steel; I suspect this was a money-saving option, but does keep in flavour with the rest of the bike.

Components are a mixture of branded and unbranded parts. Nothing here stands out on its own, but all work perfectly well when put together. The wheels comprise orange Alex rims built on large-flange hubs; these are de rigueur on singlespeed bikes and are a deliberate throwback to their track influences, as are the dropped track-style handlebars.

While some bikes in this category come with only one brake, the Paddy Wagon reassuringly has two (this is now a legal requirement if you’re not riding in the fixed configuration).

The ride

In recent years, steel has been looked down upon when it comes to bike frames. With exotic materials becoming widespread, some people look at steel as a cheap alternative, but ask any frame builder what the most versatile material is regarding build properties, longevity, and ride feel and it’s still their firm favourite.

It’s clear to see that Kona knows exactly what it’s doing and has created something a little bit special. Although no lightweight, the stiffness of the frame, fork and wheels makes for a crisp, responsive and rewarding experience, and it’s only the slightly longer wheelbase and relaxed angles that depart this from its track-specific cousins.

But this is no eyeballs-out track bike, there’s a sure-footed reliability to it and comfort that only a well-designed steel frame can supply. Combine that with the versatile frame add-ons and it’s firmly in commuter/trainer territory.

Conclusion

So what do you get at the end of the day? A solid, but nippy bike that can stand up to the year-round daily grind and easily soak up the worst the roads can offer. The build quality is reassuring and the components and wheels effortlessly support this.

The dependable ride could be livened up with a decent set of rubber if you wish for something a bit more sporty. Despite the stiffness of the bike, you can quite happily rack up the miles with ease. Note this is the 2010 version though, so you better be quick to get your hands on one.

ALTERNATIVE

Italian-style option: Bianchi Pista Via Condotti £770

Want something that looks über cool? Then check out this fine little Italian number. A true racing heritage mixed with classic retro looks make this one of the best-looking complete fixies you can buy, it’s exactly the sort of creation that you could find hanging on the back wall of a Shoreditch design agency. Beware though; fixed is the only way to go as there is no single-speed option and only one brake.

This article first appeared in the February 2011 issue of Cycling Active magazine.